FREQUENTLY ASKED QUESTIONS

Project Status

Q: Have there been any major changes since the Public Hearings?
Q: What has happened since the Public Hearings?
Q: What is next for the Pennsylvania high-speed maglev project?

Draft Environmental Impact Statement / Environmental

Q: What is a Draft Environmental Impact Statement (DEIS)?
Q: Why haven't I heard anything about the project lately?
Q: Can the public still comment on the DEIS?
Q: What is the environmentally preferred build alternative?
Q: How was the environmentally preferred build alternative selected?
Q: Where will the stations be located?
Q: What will happen to my property if it will be needed to construct the project?
Q: What impact will it have on the environment, noise, energy usage, EMF, etc..?
Q: We hear alot about eminent domain today. What impact will maglev have on our communities?

Technology

Q: What is maglev and how does it work?
Q: How safe is the maglev system?
Q: What is the current status of this technology?
Q: What are the differences between high-speed maglev and the low speed system?
Q: What are some operational features of high-speed maglev comparied to high-speed rail?

General Project

Q:What is the Pennsylvania Project?
Q:Who is involved in this project?
Q:What will the benefits be to Pittsburgh and Pennsylvania?
Q:How can the public get invovled or comment on this project?
Q:Why maglev versus other types of transportation?
Q:How much will this project cost?
Q:What is the cost of a maglev system versus other modes of transportation?
Q:How long before I see construction activities and when will the system be available for service?
Q:How much will it cost to ride the system? Will commuter parking be available?
Q:How long will it take me to travel between stations?
Q:How were ridership numbers determined?
Q:What is the passenger capacity of one vehicle?
Q:How often will it run? Schedule?
Q:What will the vehicle lenghts be?
Q:Does high-speed maglev work well for trips between cities at high speeds, but not work well over short distances at lower speeds?
Q:Are other parts of the United States interested in high-speed maglev?
Q:What is the long-term plan for maglev?

Have there been any major changes since the Public Hearings?

No. However, since the Public Hearings, much time has been devoted to reviewing and analyzing the public input and comments received. Work on refinement of the alignment along the 54-mile corridor, and conducting all necessary engineering and technical support for the environmental investigations that will help the Project team determine the preferred build alternative for the Project is in process. A draft of the Projects Final Environmental Impact Statement (FEIS) is being developed. For further information please see the "What's Next" area of this website located on the Home Page.

What Has Happened Since The Public Hearings?

Following the conclusion of the public comment period, all public testimony on the DEIS was submitted to the FRA. Once the Final Environmental Impact Statement is complete, the FRA must issue a Record of Decision in order for the Project to advance the engineering and design. This phase could take a few years to complete. Once federal approvals and funding is in hand, construction would follow. Future progress on the PA Project remains subject to federal approvals and funding availability.

What is next for the Pennsylvania high-speed maglev project?

Maglev's route through Allegheny and Westmoreland counties is just the first step in what could potentially be an inter-state high-speed maglev transportation system. Future plans call for an extension of maglev's guideway east through the mountains to Harrisburg, Pennsylvania’s capitol, on to Philadelphia and potentially the northeast corridor of the state. The trip from Pittsburgh to Philadelphia would take less than two hours. There are also extension capabilities to Cleveland and West Virginia and to other destinations in the North Eastern corridor of the United States. All potential future extensions will need to be the subject of further maglev studies, federal approvals and future funding availability.

What is a Draft Environmental Impact Statement (DEIS)?

The Draft Environmental Impact Statement (DEIS) identifies the environmental preferred build alternative for the Pennsylvania Project. The Federal Railroad Administration (FRA) has authorized its publication after numerous alignments were studied and evaluated and significant feedback was obtained from the public, community leaders, elected officials and a variety of agencies regarding the proposed project.

Prior to identifying the environmentally preferred build alternative, several different alternative alignments within the corridor were studied using criteria that examined each alignment's potential social, economic, environmental and transportation impacts as well as federal requirements for high-speed maglev technology. The environmentally preferred build alternative was also compared with a no-build alternative, which took into account the region’s adopted long-range transportation plan without a high-speed maglev system.

This environmental analysis, documented in the DEIS, remains available for review, and includes study outcomes related to noise, air quality, electromagnetic fields, public input, cultural and natural resources, ridership assessments and revenue estimates, among other study aspects.

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Why haven't I heard anything about the project lately?

As the environmental work has progressed, the public has been informed through public meetings, newsletters, Web site updates and small group meetings, among other communication efforts. Since the Public Hearings the PA Project team has incorporated the oral testimony and written comments – and the analyses of and responses to those comments – obtained during the 60-day public comment period into the project’s Final Environmental Impact Statement (FEIS). Work on the FEIS, including additional engineering and the identification of the preferred alternative for the PA Project, is expected to conclude in 2007. After public review of the FEIS, it will be submitted to the Federal Railroad Administration (FRA) for final review of all environmental work associated with the project. The FRA may consider issuing a Record of Decision (ROD) once funding for the project is more certain.

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Can the public still comment on the DEIS?

The public comment period for the Pennsylvania High-speed Maglev Project DEIS ended on December 7, 2005. Following FRA approval of the Projects Final Environmental Impact Statement (FEIS) a notice of availability will be published in the Federal Register and a comment period will begin for the FEIS.

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What is the environmentally preferred build alternative?

As a result of comments received from the public, local community groups and suggestions presented by elected officials, the project team conducted in-depth environmental reviews of several alignments and has identified the A5 South, B4 West and C6 alignments as the environmentally preferred build alternative in the DEIS.

Following the Public Hearings the environmentally preferred build alternative will undergo additional study, detailed analysis and further refinement.

The 54-mile corridor was divided into three sections for planning and study purposes - Pittsburgh International Airport to Downtown Pittsburgh (Section A), Downtown Pittsburgh to Monroeville (Section B), and Monroeville to Greensburg (Section C). Each section was evaluated for impacts to natural resources, social and cultural features, as well as engineering feasibility, operational characteristics and compliance with high-speed maglev regulations. The environmentally preferred build alternative is shown on the map in green along with the proposed stations.

For more detailed information about the environmentally preferred build alternative vist the Alignments section of this website.

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How was the environmentally preferred build alternative selected?

Each alignment under consideration for the Pennsylvania High-speed Maglev underwent extensive analysis through identified screening criteria as part of the public process of the Environmental Impact Statement (EIS). The public also played a vital role in finalizing the most environmentally feasible alignment for the project. The EIS documents each alignment’s natural and historic resources, as well as the impact on endangered species and wetlands. It also takes into consideration the location of parks, wildlife, historical and archaeological sites of national, state or local significance, agricultural land, as well as homes and businesses. Analysis of noise levels, air quality and energy consumption will also be identified. The DEIS identifies the environmentally preferred build alternative. When the FEIS is issued it will identify the preferred build alternative for the project.

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Where will the stations be located?

The project would connect Pittsburgh International Airport to Downtown Pittsburgh, Monroeville and Greensburg and would include five station locations. The station locations include: Two stations at the airport area (One at the Landside Terminal and one at Enlow Road (Route 60) that includes a separate station for commuters as well as air travelers); the Steel Plaza station located in downtown Pittsburgh; the Thompson Run site in Penn Hills near Monroeville; and a station at Toll 66 and PA Route 136 near Greensburg. Stations would be accessible to people with disabilities, feature adjacent parking areas and have convenient connections to other modes of transportation.

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What will happen to my property if it will be needed to construct the project?

Two laws govern acquisitions for State or federally assisted projects. Both the Pennsylvania Uniform Eminent Domain Code 1964, P.L. 84 as amended and the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended. (42 U.S.C. 4601) are laws enacted to ensure that persons displaced as a direct result of State, Federal or Federally assisted projects are treated fairly and equitably so that such persons will not suffer disproportionate injuries as a result of projects designed for the benefit of the public as a whole. (49CFR Subtitle A 24.1(6))

The Port Authority of Allegheny County and the Pennsylvania Department of Transportation are conducting the Environmental Impact Statement. The Federal Railroad Administration is the federal agency overseeing the project’s development. The Agency that will acquire the property will be determined once the Pennsylvania High-speed Maglev Project is selected for construction.

Property owners would receive fair market value for any property, including land or buildings, which is required for the Pennsylvania High-speed Maglev Project. To determine the fair market value, a qualified appraiser will evaluate the property, using the best information available. The appraiser considers recent property sales in the neighborhood and community, as well as building costs and land values.

During the on-site appraisal, property owners may want to accompany the appraiser to point out any unusual features on the property or to provide information that they think may help determine its value. Once the appraisal is complete and approved through an independent review process, negotiations are ready to begin.

Negotiations are a crucial stage in the acquisition process. Successful communication is essential. An Agency representative will visit the property owner to explain the project and the amount of property required. The Agency representative will tell the owner the amount of the appraisal and discuss how the value was calculated. If there are any questions about what is being acquired, how much compensation is offered or how the construction will affect the remainder of the property, they can be addressed to the negotiator. Owners will have time to consider the offer, and the negotiator will contact the owner again to discuss the offer and answer any questions.

The following Web sites offer additional information about the Uniform Relocation Assistance and Real Property Acquisition Policies Act (Uniform Act) of 1970: www.fhwa.dot.gov/realestate/ua/index.htm or www.fhwa.dot.gov/realestate/realprop/index.html. The information on these Web sites explains property owners' rights and offers detailed information in regards to federally-funded programs or projects.

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What impact will it have on the environment? Noise, energy usage, EMF, etc.

Measurements of the Transrapid maglev system vibration, noise and electrical field emissions were conducted at the test facility in Germany in August 2001. These results were developed into a report that was issued by the FRA for use in the environmental process. This information is available on the FRA website at:http://www.fra.dot.gov/us/content/215

REPORT NUMBER	TITLE
VNTSC-FRA-02-13	Noise Characteristics of the Transrapid TR08 Maglev System
VNTSC-FRA-02-11	Electromagnetci Field Characteristics of the Transrapid TR08 Maglev System
VNTSC-FRA-02-06	Vibration Characteristics of the Transrapid TR08 Maglev System

Noise

Since the Maglev vehicle has no contact with the guideway, the only noise is that generated by the aerodynamics of the vehicle. The sleek aerodynamic design of the vehicle means even at speeds in excess of 300 mph (500 km/h) the noise remains at levels lower than that of high-speed trains. The use of noise abatement techniques will also be employed to meet local requirements in residential and other sensitive areas where the Maglev vehicle passes. The graphic below provides a comparison of noise emissions.

Energy Usage

This graph provides Energy Usage as compared to other modes of travel.

Electromagnetic Radiation (EMF)

The levitated air gap for the Transrapid International high-speed Maglev is very small - about 3/8 of an inch. This small gap keeps the electromagnetic field very well confined and greatly reduces the extent of the electromagnetic fields. The measured field strength of the Transrapid's stray magnetic fields is extremely low. It is comparable with the residual strength of the earth's magnetic field and therefore several hundred times lower than that of many household appliances. There is no fear of interference with pacemakers or other life supporting apparatus.

Specific information related to the environmental impacts of the Pennsylvania Project can be found in the DEIS.

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We hear a lot about eminent domain today. What impact will maglev have on our communities?

Because of the nature of the system, the fact that it is elevated and has a small "footprint", it often can use existing right-of-ways (abandoned rail lines, along highways, etc.) along some portions of its route that already intersect our community. In addition, because of its high speed (300 mph), it is possible to bypass some densely populated areas and still be effective and efficient. These factors make High-Speed Maglev one of the least disruptive transportation system that can be implemented to assist in solving our regions major transportation problems. Obviously, there will be some situations that in order to maintain safety, high speeds and efficient and comfortable travel, we will not be able to avert some disruption, but again, it should be less than new highways or other potential solutions.

A dual guideway maglev system has the passenger carrying capacity of a ten lane highway yet uses less than fifteen percent of the land required for a four lane highway.

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What is maglev and how does it work?

Maglev is a type of transportation technology that utilizes electromagnetic force to propel vehicles on a guideway without the need for rails or wheels. Maglev is short for magnetic levitation. Maglev is one of the fastest modes of ground transportation in the world. The Transrapid maglev technology is being proposed for the Pennsylvania High-speed Maglev Project. The Transrapid technology was first developed and deployed in Germany more than 20 years ago. The technology continues to be tested in Lathen, Germany with more than 650,00 visitors having traveled in excess of 750,000 miles.

The Transrapid maglev vehicles ride over a fixed guideway and are supported, guided and propelled using conventional electromagnetic force. The Transrapid technology does not use super conductors, (materials that conduct electricity without resistance at very low temperatures), nor does it require cryogenic cooling (super cooling of materials by the rapid evaporation of volatile liquids or by the expansion of high pressure gases at low pressures). The vehicle has no physical contact with the guideway therefore there is no mechanical wear of the guideway. Since the propulsion system is located underneath the guideway, maglev can operate in all types of weather. The vehicle can move at speeds in excess of 310 mph (500 km/h) and can climb grades of up to 10 percent, which is three times greater than conventional steel wheel rail technology.

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How safe is the maglev system?

The Transrapid Maglev system is not only one of the fastest modes of ground transportation but it also the very safest. Because of the unique vehicle design that wraps around the guideway, derailment is not possible. Although the Maglev operates at high speeds, there is no need for passenger safety belts. Much of the guideway can also be elevated above existing right-of-way making collision with other modes of transportation impossible.

In addition, the control system of the Maglev excludes the possibility of two maglev vehicles colliding. This is because the traveling electromagnetic field in the guideway that propels the vehicles always moves the vehicles in the same direction and at the same speed. A faster vehicle cannot run into the back of a slower vehicle nor is it possible for two vehicles to meet head on. This is because the power is only turned on in the section of guideway the vehicle occupies.

Independent experts have also examined the safety of the Transrapid Maglev system. Their conclusion is that the Maglev system is the world's safest means of transportation.

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What is the current status of this technology?

The Transrapid high speed Maglev technology is proven and has been certified ready for commercial in-service deployment. Over 750,000 miles (1,200,000 km) of test service have been completed at a 20 mile (32 km) test track in Lathen, Germany with over 650,000 passengers carried.

The Transrapid maglev system is also installed in Shanghai China and went into revenue service operation in 2003. This 19 mile (30 km) Transrapid maglev system carries passengers from the Pudong International Airport to Long Yang Road Station in the financial district of Downtown Shanghai at speeds in excess of 265 miles per hour. The trip takes approximately eight minutes. The system has served over 13 million passengers traveling more than 2.6 million miles in revenue service operation with a system availability of 99.86 percent.

After reaching agreement on financing in September 2007 all parties are gearing up for the final requirements definition phase and subsequent final, firm quotes for a 20 mile Maglev project in Munich, Germany. A decision on the German legal planning process is expected in early 2008 and the system could go into construction as early as the second half of 2008. This would allow the start of commercial operation at the latest in 2014 dependent on the final commissioning and certification requirements of the German government.

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What are the differences between high-speed maglev and the low-speed system?

High-speed maglev was developed in Germany and has gone through more than 20 years of testing and operations. It has also been evaluated by the U.S. Department of Transportation and has been found ready for implementation in the United States. The vehicle can move at speeds in excess of 310 mph (500 km/h) and can climb grades of up to 10 percent.

Low speed maglev, has similar mechanical and operational characteristics of high speed maglev, however low-speed maglev only reaches a maximum of 35 - 50 miles per hour. The low-speed maglev technology is being explored for implementation at California University of Pennsylvania and Old Dominion University in Virginia.

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What are some operational features of high-speed maglev compared to high-speed rail?

Some of maglev's key operational features include:

• The ability of maglev vehicles to climb steep grades and operate on an elevated fixed guideway.

• The speed of a maglev vehicle is based on the frequency of the electromagnetic fields in the guideway. The Transrapid vehicle is designed for speeds in excess of 300 mph (482 km/h) and has been tested at speeds of 311 mph (500 km/h). By comparison, the maximum practical speed of a high-speed rail system is about 185 mph and the average operating speeds is about 150 mph.

• The vehicle utilizes the electromagnetic field in the guideway to propel and guide it.

• The guideway provides a dedicated right-of-away for the vehicle eliminating the possibility of collision with other vehicles.

• The elevated maglev guideway system utilizes 85% less land per meter of travel when compared to a high-speed rail system.

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What is the Pennsylvania Project?

The Pennsylvania High-Speed Maglev project is an approximately 54-mile maglev line connecting Pittsburgh International Airport, Downtown Pittsburgh and Monroeville and Greensburg, Pennsylvania, with multi-modal stations at these locations. The entire trip, from the Airport to Greensburg, would take approximately 35 minutes including stops.

The $3.7 billion project is estimated to generate up to 10,000 temporary jobs and approximately 1,000 permanent jobs in the region. These estimates do not include spin-off jobs from enhanced tourism and the high-tech business climate. Many opportunities include manufacturing and fabrication jobs related to an anticipated need for 200,000 tons of United States produced plate steel required to build the guideway.

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Who is involved in this project?

The Pennsylvania High Speed Maglev Project is a Public/ Private Partnership between PennDOT, The Port Authority of Allegheny County and MAGLEV, Inc. in cooperation with the Federal Railroad Administration.

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What will the beneftis be to Pittsburgh and Pennsylvania?

The development of the Pennsylvania High Speed Maglev System will offer many benefits to Pittsburgh and Pennsylvania. Some of these benefits will include:

• Reduction in highway traffic congestion and delay times

• Reductions in airport traffic congestion and delays

• Extension of the airport to other rural areas of the state

• Economic growth in the form of jobs, new industry start ups, real estate and land development

• True intermodal operating service to riders with access to other modes of transportation including rail, automobile, taxi, bus, etc.

• Improvement in the commuter quality of life by reducing the delay associated with alternate means of transportation.

• Air quality improvement due to reduction in pollutants associated with other means of transportation.

• Improved mobility and commerce between Pittsburgh and other areas of the state.

• The prestige associated with the installation for this new high technology transportation system will translate into new interest by the public and business. Properly promoted, Maglev will add to Pittsburgh and Pennsylvania's stature for national conventions, tourism and attractions.

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How can the public get involved or comment on this project?

Please feel free to contact or write letters to the editor and your elected officials: local, state and federal government to support this vital project for Pennsylvania and the U.S.

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Why Maglev versus other types of transportation?

Maglev's key advantages over high speed rail and other modes of transportation are its hill climbing ability, rapid acceleration, low noise, zero emissions, dedicated right away, low land use requirements and lower energy usage.

The hill climbing ability of the Maglev system is more than three times that of a rail system. This eliminates or greatly reduces the need for tunnels.

The speed of a Maglev vehicle is based on the frequency of the electromagnetic field in the guideway. The Transrapid vehicle is designed for speeds in excess of 311 mph (500 km/h) and has been tested at speeds of 311 mph (500 km/h). By comparison the maximum practical speed of a high-speed rail system is about 185 mph and the typical operating speeds are about 150 mph.

The acceleration and deceleration of the Maglev vehicle is four times that of traditional rail systems, permitting the vehicle to make stops without excess time loss.

Due to the non-contact of the vehicle with the guideway, the primary noise generated is the aerodynamic noise of the vehicle. At low speeds (below 125 mph) the Maglev vehicle makes almost no noise.

The vehicle utilizes the electromagnetic field in the guideway to propel and guide the vehicle with no emissions from the vehicle itself.

Elevating the guideway provides a dedicated right away for the vehicle eliminating the possibility of collision as well as delays associated with other modes of transportation.

The elevated Maglev guideway system utilizes 85% less land per meter of travel when compared to a high-speed rail system. If the guideway is placed at grade, the Maglev land usage is 16% less than high-speed rail per meter of travel.

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How much will this project cost?

The cost of constructing the system has been estimated to be approximately $3.7 billion (in 2003 dollars), including all capital costs and associated roadway improvements. Project costs will be refined prior to the ROD and the projects financial plan will be updated.

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What is the cost of operating a maglev system versus other modes of transportation

When compared to the airplane, automobile, and high-speed rail, the Transrapid Maglev system utilizes significantly less energy per passenger mile.

This results in a significantly lower operating cost for the Maglev system. By floating above the guideway, Maglev eliminates friction which saves energy and lowers maintenance costs associated with vehicle wear.

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How long before I see construction activites and when will the system be available for service?

Upon approval of the Final EIS a record of decision must be issued by the FRA. It is anticipated that construction of the airport to downtown segment would be completed approximately five years later.

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How much will it cost to ride the system? Will commuter parking be available?

Details of the costs for riding the system will be developed based on the ridership demands and alternative transportation modes. Because the operating costs of high speed Maglev are lower, the fare costs will be highly competitive to promote ridership and maximize the benefits to the user.

Parking facilities and other passenger amenities are being considered in the overall project plan and will be identified in detail as the plan nears completion. Parking facilities will be developed in such a manner as to facilitate efficient transfer of passengers from automobile to Maglev.

Current costs are estimated to be $5.00 to travel between stations with parking for the first 24 hours included in this cost.

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How long will it take me to travel between stations?

High-speed is one of the many benefits of maglev. The proposed maglev system would operate between the Pittsburgh International Airport and Greensburg, with intermediate stops in Downtown Pittsburgh and Penn Hills / Monroeville. Travel time from the airport to Downtown would be approximately 11 minutes. Travel from Downtown Pittsburgh to Monroeville would be approximately 11 minutes. Finally, travel from Monroeville to Greensburg would be approximately 10 minutes. A trip along the entire proposed 54-mile system would take approximately 35 minutes including stops. There is potential for extensions of the system in the future, such as,

• A trip from Pittsburgh to Harrisburg will be approximately one hour and 30 minutes;
• A trip from Pittsburgh to Philadelphia will take less than two hours; and
• A trip from the Pittsburgh Airport to Wheeling will be approximately 20-25 minutes

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How were ridership numbers determined?

Two studies were conducted to estimate the ridership of the proposed high-speed maglev system. A national panel of experts recommended by the Federal Railroad Administration reviewed these ridership surveys. The final ridership numbers will continue to be refined based on recommendations from the panel.

Details of the current ridership estimate are available in the DEIS. Further refinement of the ridership estimate will also be presented in the FEIS.

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What is the passenger capacity of one vehicle?

Each Transrapid vehicle section will accommodate approximately 100 to 130 people. The Pennsylvania Project proposes to begin operation with three section vehicles which would carry approximately 350 passengers. Stations will be constructed to accommodate up to a five section vehicle, so there is the potential to accommodate additional passengers and vehicles when warranted.

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How often will it run? Schedule?

The Pennsylvania High Speed Maglev will be run as a commuter system within the region and as an intercity system as the line is extended. Schedules will be adjusted for peak rush hour periods as well as through travel for express service between locations.

Details of the service operating frequency will be coordinated with other modes of transportation, with the Maglev stations serving as an intermodal transport location to light rail, bus, taxi, limousine service, etc.

The initial rush hour schedule will call for vehicles each 8.5 to 10 minutes for a total of six to seven vehicles per hour. During non-rush hour the schedule will be adjusted for four to six vehicles per hour or less dependent on demand.

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What will the vehicle lengths be?

Due to the anticipated compressed nature of the travel demand for high-speed commuter service, all consist lengths will be assumed to initially be 3 section vehicles with growth to 5 section vehicles as demand requires. The anticipated compressed nature of future commuter travel habits will have the capability of handling peak demands in excess of 600 commuters every 8.5 to 10 minutes, with adequate upward growth potential.

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Does high-speed maglev work well for trips between cities at high speeds, but not work well over short distances at lower speeds?

Maglev operates equally well at both high and low speeds but it is primarily marketed as an intercity transportation mechanism. However, the Pennsylvania Project will really be a commuter-type operation that will become an intercity operation as the system is extended.

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Are other parts of the United States interested in High-Speed Maglev?

A There were originally seven sites in the United States competing for the Maglev funding. In January 2001, the FRA narrowed the competition to only two projects: The Pennsylvania Project and the Baltimore Washington Project. The other sites were encouraged to continue finding other sources of funding to advance their projects. Some of the characteristics of the Pennsylvania Project and the Baltimore Washington project along with the other sites are listed below

California

A 70 mile line with seven stations
Would connect two airports (Ontario and LAX)

Market - Airport access/egress
Container and freight distribution also being considered

Florida

A 20 mile line with three stations

Market - Cruise passengers and Kennedy space center visitors

Georgia

Part of larger 110 mile corridor Initial installation: 32 miles with four to five stations Tunnel of three km

Market - Airport access and egress and local auto trips between downtown

New Orleans

A 48 mile line with four stations
Navigable waterway crossing (20 miles across lake)

Market - Airport access/egress, cross lake auto traffic, local auto trips

Maryland

A 40 mile line with four stations

Market - Airport access/egress (passengers & workers), local auto traffic

Nevada

A 42 mile line with two stations
Part of 220 mile corridor - the initial line is planned to Primm, Nevada

Market - Airport access/egress, I-15 auto trips, Amusement attraction riders

Pennsylvania

An initial installation of 54 miles with four stations. The initial line connects the Airport with Downtown Pittsburgh and the Eastern suburbs of Monroeville and Greensburg. Part of larger corridor for connection to ...

• East: (Altoona, Johnstown, Harrisburg, Philadelphia)

• West: (Cleveland, Detroit, Chicago)

• South: (Morgantown, Clarksburg, Wheeling, Charleston)

• North: (Youngstown, Erie)

Navigable waterway crossing

Market - Airport access/egress, local auto traffic, downtown trips

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What is the long term plan for maglev?

Maglev's route through Allegheny and Westmoreland Counties is just the first step in an exciting new high-speed transportation line.

Future plans call for an extension of maglev's guideway east through the mountainous to Harrisburg, the state capitol, on to Philadelphia and the northeast corridor. The trip from Pittsburgh to Philadelphia would take approximately 90 to 120 minutes depending on stops.

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