NEWSLETTER

Spring 2012 V ol. 9, Issue 2 R UN Conference Attendees W ill Monit or Pr oposed Federal A ctions on Rail

Individual By Jack Corbett FY2013 DOT Appropriations o f t h e F Y 2 0 1 3 y e a r . G e t t i n g Highlights Act. Last week the U.S. Senate t h e s e m e a s u r e s c o n f e r e n c e d f o r When RUN’s Regional passed a two-year Surface fi n a l C o n g r e s s i o n a l a p p r o v a l s Conference convenes in the Transportation Reauthorization b y t h e H o u s e a n d S e n a t e w i l l b e Accelerates, NS Nation’s Capital next month Act, 74-22, that continues d i f fi c u l t . (Friday, April 20), many mass transit funding at current Puts on Brakes p. 2 Among the transit and rail attendees will have visited the levels, funded from Federal gas issues RUN conferees will offices of their Congressional tax revenues. The Republican have discussed with their G T rain Extension p. 3 delegations and Congressional majority in the House of Congressional offices are the transportation leaders the prior Representatives has had a following: Public-Private day to discuss transportation difficult time developing a Partnerships p. 4 policy issues important to their House bill that can generate the communities and regions. 218 votes needed to pass the 1. Restor e Tax Benefits f or House, and won’t debate any Deductibility of Mass T r ansit More on the Southwest Congressional policy on bill for the next few weeks. Costs to Equal V ehic le P ar king p. 5 transit and rail funding will be Benefit. The federal income tax completed this year through T h e F Y ’ 2 0 1 3 D O T pr o vision allo wing emplo y ees An Open Letter two major legislative vehicles: A p p r o p r i a t i o n s b i l l s — p r o v i d i n g to e x clude up to $230 of their to Gov . Patrick p. 6 a multi-year authorization f u n d i n g f o r F e d e r a l T r a n s i t monthly mass transit costs fr om bill for highway and mass A d m i n i s t r a t i o n g r a n t s a n d f o r their taxab le income e xpir ed transit (Surface Transportation A m t r a k — w i l l b e d e v e l o p e d last December. Curr ently NJ T ransit Improves Reauthorization) and the b e f o r e t h e O c t o b e r 1 , 2 0 1 2 , s t a r t (Continued on page 10) T ransparency p. 8 Join Us at R UN’s Third Regional Rail RUN to the Nation’ s Capital p. 1 1 Conference in Washingt on, DC By Richard Rudolph T h e c o n f e r e n c e , w h i c h i s b e i n g C h i e f , P r o d u c t M a n a g e m e n t f o r Maine’ s Mountain Chair , Rail Users’ Network h e l d o n F r i d a y , A p r i l 2 0 a t t h e A m t r a k , w i l l s h e d l i g h t o n w h a t Division Line p. 15 A m e r i c a n P u b l i c T r a n s p o r t a t i o n A m t r a k i s d o i n g i n t h e s h o r t r u n T h e d e a d l i n e f o r e a r l y A s s o c i a t i o n h e a d q u a r t e r s , 1 6 6 6 t o i m p r o v e l o n g d i s t a n c e s e r v i c e . r e g i s t r a t i o n f o r t h e R a i l K S t . N . W . , W a s h i n g t o n , D C , O u r k e y n o t e r , D o n P h i l l i p s o f U s e r s N e t w o r k 2 0 1 2 r e g i o n a l w i l l p r o v i d e p a r t i c i p a n t s a n T r a i n s M a g a z i n e, w i l l e x a m i n e c o n f e r e n c e - “ K e e p i n g C o n n e c t e d o p p o r t u n i t y t o l e a r n fi r s t - h a n d w h a t n e e d s t o b e d o n e a t b o t h t h e b y R a i l : M a k i n g o u r Vo i c e s w h a t i s g o i n g o n i n C o n g r e s s s t a t e a n d n a t i o n a l l e v e l t o c r e a t e a “ H e a r d ” i s f a s t a p p r o a c h i n g . T h e r e g a r d i n g A m t r a k a n d t r a n s i t w o r l d - c l a s s r a i l p a s s e n g e r s y s t e m r e g i s t r a t i o n f e e i s s t i l l $ 5 0 . A f t e r f u n d i n g i s s u e s . A r t G u z z e t t i , V i c e i n t h e U n i t e d S t a t e s . P a r t i c i p a n t s M a r c h 3 1 , i t ’ s $ 6 0 , a n d $ 7 5 a t P r e s i d e n t o f P o l i c y a t A P T A , w i l l a t t e n d i n g t h e c o n f e r e n c e w i l l a l s o t h e d o o r. T h e f e e i n c l u d e s a l l p r o v i d e a l a y o u t o f t h e l a n d i n D C , h e a r f r o m r a i l a c t i v i s t s w h o a r e c o n f e r e n c e m a t e r i a l s / h a n d o u t , a n d w h a t w e c a n e x p e c t , g i v e n t h e w o r k i n g a t t h e g r a s s r o o t s a n d a s w e l l a s a c o n t i n e n t a l b r e a k f a s t , p r e s e n t C o n g r e s s , a n d p r o s p e c t s s t a t e l e v e l t o i m p r o v e a n d e x p a n d a h e a r t y l u n c h a n d a n a f t e rn o o n f o r c h a n g e , b o t h i n t h e n e a r f u t u r e s e r v i c e i n t h e M i d - A t l a n t i c R e g i o n . be v erage br eak. a n d l o n g t e r m . B r i a n R o s e n w a l d , (Continued on page 10) RAIL USERS’ NETWORK NEWSLETTER Page 2 of 16 AGAIN Successful 110-mph Rollout Followed by NS Slow Orders Leaves State and Amtrak Angry, Riders Confused By F.K. Plous Things went downhill after that as Going faster…slowly the Interstate highway system and the For riders of Amtrak’s - federally financed airport program created Raising the speed limit took a while. service the months of February competition for which the Central The software, which included millions and March truly were Dickensian—“the had no practical answer. The Interstate of lines of code, needed lots of patient best of times and the worst of times.” Commerce Commission didn’t help either debugging. State cooperation was needed, when in 1955 it clamped a passenger- because numerous grade crossings had to The “best” of times came Feb. 13, when speed limit of 79 mph on all main lines not be closed and the remaining ones beefed Amtrak, for the first time, began operating equipped with either Automatic Train Stop up with more modern gate technology. its regularly scheduled passenger at or cab signaling. Ridership dropped, and New welded rail had to be laid on fresh 110 miles per hour over the full 97 miles when Amtrak took over the train service in ballast, curves had to be recalibrated for of track it owns between Porter, IN and 1971 it operated only three daily Chicago- faster train operation, and new sidings Kalamazoo, MI. The speedup affected Detroit round trips. The overnighters to had to be installed. Top speeds were all three Chicago-Detroit Wolverine New York already were long gone. frequencies plus the single daily raised from 79 to 90 mph in 2002 and the software upgraded again. Then in 2005, frequency between Chicago and Port 1976: Enter Amtrak Huron, MI. That train leaves the Wolverine the limit was raised to 95 mph, where route 23 miles east of Kalamazoo and as an owner it stayed while the software was further uses the Canadian National’s former C fine-tuned. Originally, only the middle Grand Trunk Western for the balance of The origins of today’s higher speeds go portion of the line was covered by the the trip. back to 1976, when the U.S. Railway new technology, with the western 12 miles Administration created Conrail out of the between Porter and New Buffalo and the The Porter-Kalamazoo segment is part of wreckage of the doomed Penn Central and eastern extremity between Kalamazoo and the original Michigan Central line opened five other bankrupt Northeastern carriers. Oshtemo left out. between Chicago and Detroit in 1852. Since Conrail was to be a pure freight Under New York Central ownership carrier, Penn Central facilities dedicated Finally, on Feb. 6 of this year, Amtrak and after 1867, it became the premier route largely to passenger trains were distributed MDOT announced that on Feb 13 all 97 between Chicago and Detroit as well to the new government-owned carriers that miles of track would be fully commissioned as a popular alternate route to the were springing up: Metro North Railroad for a top speed of 110 mph. Two days Central’s Water Level Route for trips got the old New York Central’s commuter later, I and my colleagues Jim Coston between Chicago and New York. Popular routes out of Manhattan, Southeastern and Scott Braverman rode the 7:30 a.m. overnighters such as the Wolverine, the Pennsylvania Transportation Authority Wolverine, No. 350, to a meeting in Ann New York Special and the Canadian Niagara (SEPTA) inherited the Pennsy and Reading Arbor. The 110 mph track performed picked up New York- and -bound commuter routes serving , superbly, but the Horizon business/food passengers at Kalamazoo, Battle Creek, and Amtrak got the , service car in which we rode did not. The Jackson, Ann Arbor and Detroit, followed and the 97 miles Horizons, which were adapted from a the New York Central’s Detroit River of former MC track on the Chicago- Pullman Co. commuter-car design, were a Tunnel to Windsor, Ont., and then raced Detroit route. Conrail consolidated all of little noisy—although the ride was smooth. across 246 miles of Southern its Chicago-Detroit through freight on the I clocked the train several times, but the flatlands on the Vanderbilt-controlled Water Level Route, which has a connecting fastest speed I was able to record on the Canada Southern before rejoining the track up to the MC at Jackson, MI, eastbound trip was 101 mph. Still, it was a Water Level Route at Buffalo. In the bypassing the Porter-Kalamazoo segment thrill to be traveling at more than 90 mph streamliner era, Chicago-Detroit day- and leaving it free for passenger service. on track outside the Northeast Corridor. It trippers boarded speedsters like the Amtrak rebuilt the track and eliminated reminded me of my many trips during the and the , both the slow orders, but in the late 1990s it 1950s on the Chicago & Northwestern’s of which hit speeds of up to 100 mph. began taking the pike up to the next level, “400” streamliners and the Milwaukee In 1954, the Twilight covered the 284- installing a Positive Train Control Road’s Hiawathas, both of which regularly mile run in a flat five hours—with six technology to replace the deteriorating exceeded 100 mph. intermediate stops. ABS system. (Continued on page 14) RAIL USERS’ NETWORK NEWSLETTER Page 3 of 16 Keep the G Train Extension!

By Andrew Albert the G train, which formerly ended its was cut back to Court Square, there was southbound run at Smith-9th Street, was a promise of more-frequent service. That The Culver Viaduct spans the Gowanus extended to Church Avenue, five stops was debatable, however.) Canal in Brooklyn, at times reaching a further down the F line, stopping at 4th height of 90 feet above the street. The Avenue, 7th Avenue, 15th St-Prospect Now, riders and advocacy groups are viaduct was opened in 1933 and is served Park, Ft. Hamilton Parkway, and Church mobilizing to keep the G train extension by the F and G trains. Until recently, when Avenue. In fact, this was the first extension to Church Avenue. While the MTA hasn’t the reconstruction of the viaduct began, of the G line since the cutback on the said it was going to return the southern the facilities in and around the viaduct have northern end—from 71st Ave/Continental terminal to Smith-9th Street after the been allowed to deteriorate—in some cases, Avenue/Forest Hills to Court Square, in Culver Viaduct rehab is completed, dangerously so. Anyone using the (now Long Island City. This cutback brought riders aren’t taking any chances. Both the closed for rehabilitation) Smith-9th Street howls from riders who traveled the G line Public Advocate, Bill de station immediately noticed chunks of the between Queens and Brooklyn—the only Blasio, and Brooklyn Borough President concrete platform missing, holes in the line in New York’s subway system that Marty Markowitz recently held a press canopies which supposedly protected riders doesn’t travel through Manhattan. conference to DEMAND that the MTA from the elements, and concrete spalling keep the G train extension. Many riders and exposed steel on the supports of the The reason for that cutback was the were present, explaining how the service viaduct. I can tell you it was disquieting, coming of the (now-discontinued) V train connects northern Brooklyn and southern to say the least, to stand on the platform to Forest Hills. With the V and the R train Brooklyn, and how their rides and at Smith-9th Street, and look through the terminating at Forest Hills, both of which commutes have improved since the G train platform at the ground 90 feet below you! traveled to Manhattan, there really was extension. Some even used the ridiculous no need for the G train to also terminate argument that, without the G extension, So in March of 2009, the Metropolitan there. So, when the G was cut back to their commutes would increase by up to 40 Transportation Authority began a massive Court Square, it was a much shorter minutes! Truth be told, it would add only a rehabilitation of this important link line, only running from Court Square few minutes, as riders switched from the G between Carroll Gardens and Red Hook, to Smith-9th Street. Thus, when, due to to the F, which runs quite frequently. in Western Brooklyn, and Park Slope, the Culver Viaduct rehabilitation, it was in the heart of brownstone Brooklyn. extended to Church Avenue, G riders So, is there a good reason to keep the The rehab included a rebuilding of the had cause for celebration! This was the extension? Absolutely! In fact, there are Smith-9th Street and 4th Avenue stations. first improvement in G service for many several good reasons to keep it. It also meant that—at least temporarily— years. (One could argue that, when the G (Continued on page 9)

The Rail Users’ Newsletter is published quarterly by the Rail Users’ Network, a 501 (c) (3) nonprofit corporation. Current board members include: Name Location Affiliation Richard Rudolph, Chair Steep Falls, ME NARP / TrainRiders Northeast Andrew Albert, Vice-Chair New York, NY New York City Transit Riders Council Chuck Bode, Membership Secretary Philadelphia, PA Tri-State Citizens’ Council on Transportation Gary Prophet, Treasurer Ossining, NY Vice President, Empire State Passengers Association David Peter Alan, Esq. South Orange, NJ Lackawanna Coalition Steve Albro Cleveland, OH Greater Cleveland RTA Citizens Advisory Board Pamela Bush Boston, MA T-Riders Oversight Committee (MBTA) Phil Copeland Elyria, OH NARP Council of Representatives Joshua Coran Seattle, WA Talgo U.S. John (Jack) Corbett, Esq. Washington, DC MetroRiders.org James E. Coston, Esq. Chicago, IL Corridor Capital LLC Bill Engel Clinton, OH Ohio Rail Tourism Association Steve Hastalis Chicago, IL National Federation for the Blind J.W. Madison Albuquerque, NM Rails Inc. Please send comments or letters to the editor to the Rail Users’ Network at: RUN; 55 River Road, Steep Falls, ME 04085 or email to [email protected] RAIL USERS’ NETWORK NEWSLETTER Page 4 of 16

Funding High Speed Passenger Transportation with Public-Private-Partnerships (P3s)

By Richard J. Arena east (Europe). The cost for this new (Federal Railroad Administration) will system has ballooned from $10 billion be in the vicinity of $500 billion to To secure a stable future for intercity to $40 billion and future funding for three quarters of a trillion dollars, or passenger rail, it will be necessary to this project is not assured. $25 to $30 billion a year for 25-plus develop a predictable funding source for years. With this fund, the government this travel. APT is in favor of creating a • Higher Speed Rail (Amtrak and other and private sector can work together High Speed Passenger Transportation Intercity Rail with an average speed of 60 in Private-Public-Partnerships (P3s). (HSPT) fund to accomplish that goal. to 70 mph or greater): Higher Speed With the additional revenue streams This proposed bill would address Rail (HrSR) is important as a feeder from the commercial and residential funding needs in air travel, high to HSR. At an average speed of 60 to TOD construction, along with the speed rail (HSR) and higher speed rail 70 mph, HrSR, which still requires anticipated rail fares, HSR will turn (HrSR). Air travel and HSR are linked subsidization, would require less of a a profit, covering not only operating together because these modes are both subsidy since it is far more competitive and maintenance costs, but also capital competitive and complementary, just as with both automobiles and buses. costs. The added benefit is that the automobile travel and public transit are Many of these HrSR lines, also called HSPT Fund is a user fee and will both competitive and complementary. emerging HSR, can become true not require allocations from general HSR service in the future, as demand, federal tax revenues. The gist of this bill, which could be conditions, and financing warrant. The benefits accruing from the HSPT offered as either an amendment to Fund are numerous. America benefits the next Surface Transportation Bill, • High Speed Rail (HSR): HSR because there is now another way to or as standalone legislation, would construction is key component of transport the additional 100 million be to put a user fee of 6% on airline this bill. Lack of funding is holding inhabitants that will be here by 2050. tickets, charter flights, air freight back HSR deployment. This fund Airlines benefit because they will have revenues, Amtrak tickets, and future will rectify that problem. Assuming a new ATC system that will make their HSR tickets to fund a High Speed a $6 billion annual revenue stream operations more efficient. And since Passenger Transportation (HSPT) for HSR, allocate $3 billion for bond many Americans will chose to travel fund. Proceeds are projected to be interest payments (the $3 billion will $10 billion annually. 20% ($2 billion) float a $100 billion bond offering at by rail between key city pairs 200 to would be used to deploy NextGen Air 3% coupon rate). This initial $100 600 miles apart, airlines will be able to Traffic Control, 20% ($2 billion) to billion and the annual $3 billion will concentrate on more profitable, longer increase avg. speeds of intercity rail fund government actions to minimize haul flights. Americans benefit because (e.g. Amtrak et al), where possible, to project risk to private developers. they will have a viable, cost-effective, 60-70 mph so it can better feed HSR These actions include buying rights time-competitive alternative to airline backbones, and 60% ($6 billion) for of way, purchasing land around travel. No more long lines at airports the design and construction of HSR. HSR stations for transit-oriented or intrusive TSA searches. Even development (TOD), completing travelers who cannot use HSR benefit Benefits and Projected Results permitting and environmental reviews. because there will be less congestion Future HSR fare revenues will be used at airports, and better on-time • Next Generation Air Traffic to pay off the bond debt and fund performance when they have to fly. Control (NextGen ATC): The more HSR lines. existing air traffic control system is Richard J. Arena is President of the Association 50 years old, obsolete, and unable to It is important to realize that neither for Public Transportation – handle current traffic in high volume the federal government nor private Association of Railroad Passengers; Director, markets such as greater New York City. industry has the wherewithal to National Corridors Initiative; a member of the Congestion in this market ripples in construct HSR alone. The total cost Advisory Board, US High Speed Rail; and both directions, delaying flights from of development along the 11 key Councilor, National Association of Railroad the west (Mid-west, California) and the corridors designated by the FRA Passengers. RAIL USERS’ NETWORK NEWSLETTER Page 5 of 16 The and Its Tracks (Second of two parts) By J.W. Madison 1) Hosting the Southwest Chief, of course. 8) Not to forget: Promoting the increased economic development, core-city renewal This amounts to Part 2 of my piece in the 2) Hosting future Amtrak Superliner (or and tourism (with their considerable Fall 2011 Newsletter (page 5), concerning similar) service from El Paso to Denver employment and tax revenues) that Amtrak’s Southwest Chief and the tracks it and points North, via Albuquerque, Raton improved rail transportation always pulls runs on, in particular the Newton, KS- and Pueblo (see our “Rocky Mountain in. Lamy, NM segment. As I write this: Flyer” material at www.nmrails.org or Rail magazine, #25). Anybody have any to add? Several cities and towns along the route have passed or are passing resolutions 3) Establishment or expansion of It has also been suggested to us that supporting their desire to keep the commuter and regional Rail in the three advocates should compile a list of Chief running where it is, citing the affected states. potential users of these tracks (towns, many benefits the train confers on their cities, schools, ranches, attractions, communities. A New Mexico branch 4) Restoration of rail freight and transportation companies, excursion of the SW Chief Coalition (based in La express. The costs of fuel, tires and trains, etc) and ask them how permanent Junta, CO) is putting itself together. The asphalt are not dropping. Private and reliable access to said tracks might purchase by the State of New Mexico haulers, short lines and entrepreneurs improve or expand their operations. from the BNSF of the Raton Pass-Lamy might find this an acceptable risk if they From this, revenue estimates might be put track segment is still in limbo, where it has don’t have to buy and own the tracks. together to increase the attractiveness of resided since the Martinez administration Truckers don’t have to own the roads the segment to either private or public took over. they run on. potential ownership.

While we don’t believe the tracks are in 5) Excursion trains, both modern and In the short haul, like heirloom seeds imminent danger of being torn up and vintage. Besides their educational and and range land, we need to “bank” these scrapped, Rails Inc. has taken the position cultural value, they can make pretty good tracks until we can put them to the full that to save the Chief we save the tracks, money. use they deserve. If we’re short-sighted and to save the tracks “forever,” we need enough to let them go, it’ll look like the to demonstrate what attractive resources 6) Hosting the field testing of new rail late 1940s all over again. Think of the they are. So “with a little help from our safety components and other rail products. cost and difficulty of starting over if we friends,” we’ve compiled a list of uses throw this one away. for these tracks—beyond the important 7) Hosting BNSF trains again, if function of hosting two Amtrak trains a something should happen to the J.W. Madison is a board member of Rails Inc., day. Here they are: Transcon. based in Albuquerque, NM.

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An Open Letter to Commonwealth of Massachusetts Gov. Deval Patrick and MassDOT Secretary & CEO Richard Davey Re: MBTAʼs Proposed 2012 Fare Increase & Service Reductions By Richard J. Arena ground as planned. This is the perfect peak rush hour travel versus off peak time to reopen the North/South Rail travel. Additionally, the T should APT is unalterably opposed to any Link (NSRL) project which will enable resume and extend its cuts in MBTA service. While the the T to construct the tracks under Service (midnight to 3:00 AM) at a MBTA has not had a fare increase for the Postal Annex. The NSRL is even significant premium of two and a five years and is looking at a growing more important as a High Speed Rail half times the peak fare, utilizing the deficit, starting at $161 million next station to ensure that Boston will be same equipment and servicing the year (fiscal year 2013), APT’s position ready for this important 21st century same stations as normal service. Night has been, and will always be, that the infrastructure. Owl service, even at this premium, Commonwealth should have more is cheaper than a cab, can subsidize Any fare increase should balance the mass transit, not less. MBTA fares are other T services, and will be attractive burden on transit riders with those among the lowest in the country, to suburbanites coming into the city of taxpayers, some of whom pay as peer cities/regions have increased to spend money and generate tax for transit services though none are revenue for the Commonwealth. transit fares aggressively the past several available to them. Concurrent with a years. fare increase should also be a gas • Distance-Based Pricing:

The fare from Park Street to South It is important to entertain some tax increase as well as tolling on I-93 Station (two stops) should not be the outside-the-box thinking with respect to charge the principal beneficiaries same as the fare for the entire length of to alleviating the financial difficulties at of the Central Artery Tunnel the cost the Red Line. When the MBTA installed the MBTA. While the MBTA must still of its construction. A gas tax increase the automated Charlie Card system, a address its increasing labor and benefit would fund much needed repairs of the major piece of equipment was installed costs, fixing those problems alone will Commonwealth’s roads and bridges, to make distance-based pricing possible, not solve the T’s financial problems. while also acting as a disincentive to as is used in Washington, DC. The T is not responsible for all the cost existing transit riders who would choose drivers and cannot solve these problems to drive instead. The T needs to keep • Comparable fare levels: by itself. It will require the assistance of working on controlling expenses, The T should target its typical fare the legislative and executive branches especially labor, benefit, and in the range of peer cities around of the Commonwealth. pension costs. It is instructive to note the country. This works out at present that while wages at the T increased to a range of $2.25 to $2.50. But to It is important to note that the $161 by 41% from 2001 to proposed 2012, ensure fairness for both residents and million deficit for FY2013 is NOT fringe benefit expense, including taxpayer, MBTA fare box revenues a one-time problem. Operational pension costs, more than DOUBLED. should cover, at minimum, 50% deficits are projected well into the The CPI (Consumer Price Index) only of the system’s operations and future. Additionally, there still are increased by 28% during that same maintenance costs. demands of the capital budget where period. the T is operating rolling stock beyond its useful life and there is no way to fund replacement equipment. Other Fare Policy Public Policy unfunded capital costs include legal Recommendations commitments for transit project such Recommendations as the Green Line Extension as well APT appreciates that a fare increase as needed capacity improvement such The T should attempt to implement the may be a hardship for some riders and as the expansion. Since following initiatives as part of any fare believes that there should be reduced the US Postal Service will no longer be increase: fares for those in genuine need. But it is closing its South Postal Annex, the T • Time of Day Pricing: not fair to burden the T with this task. will not be able to add platforms above There should be a differential for (Continued on page 7) RAIL USERS’ NETWORK NEWSLETTER Page 7 of 16 An Open Letter to Gov. Deval Patrick And MassDOT’s Richard Davey

(Continued from page 6) primarily for transit mitigation payers and taxpayers who will asked to projects required by the Big contribute even more to make up for The T’s number one objective should be Dig. The T should never have been the rejected advertising dollars. running a transit system, not providing burdened with this debt. The state government assistance. When there should assume this debt from the T. APT further notes that the governor is the need to ensure that people can At minimum, the Commonwealth and the legislative leaders afford to buy food, the state does not should reimburse the T for the have been peculiarly silent require grocery stores lower their prices; annual interest payments. on the MBTA’s problems. The instead it establishes a program like food governor made no mention of the stamps. The same should be true for APT agrees that a fare increase is in T’s budgetary problem in his State the MBTA. The Commonwealth’s order. We suggest not only a larger of the Commonwealth speech. legislature shouldshould allocate increase now to bring the T in line APT asserts that it is up to the funds and provide reduced rate with other major transit agencies, Commonwealth to step in and fare cards to those who meet the but also smaller fare increases every assist MBTA management in appropriate criteria in conjunction year or two so that there is no need finding a way out of the T’s with any MBTA fare increase. Along for such a shocking increase in the financial problem without putting the same line, the T should not be future. tens of thousands of its citizens out of responsible for expenditures work and out of school. associated with “The Ride.” While The T should be looking to increase the T can provide this important advertising revenue, not decrease Richard J. Arena is President of the Association service, the funds to run the service it. The T’s recent action to refuse for Public Transportation – Massachusetts should come from the Social Services ad revenue from beer and alcohol Association of Railroad Passengers; Director, budget. distributors is counterproductive. That National Corridors Initiative; a member of the $1.5 million that has been refused Advisory Board, US High Speed Rail; and In the year 2000, $3.8 billion of will have to be made up elsewhere. It Councilor, National Association of Railroad debt were transferred to the MBTA, also sends the wrong message to fare Passengers.

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NJ Transit Board Takes Steps to Improve Public Meeting Transparency Actions follow months of advocacy by Lackawanna Coalition Chair By Paul Bubny The switch in timing for executive sessions All meetings of all three Transportation was one of a number of changes in Advisory Committees (TACs)— The Lackawanna Coalition has called meeting procedures that Alan has sought SCDRTAC and NJTAC as well as the upon New Jersey Transit (NJT) repeatedly for the past several months. He first South Jersey Transportation Advisory over the years to provide greater recommended that SCDRTAC be given Committee—should be open to the transparency and public accountability Board meeting agenda-item status in 2010. public, with adequate public notice and in its policy decision-making. Now it Prior to the July 2011 Board meeting, opportunity for comment, the Coalition appears the Coalition’s efforts, and those Alan met with New Jersey Transportation says in its resolution. Additionally, the of Coalition Chair David Peter Alan in Commissioner James S. Simpson and NJT resolution asks that TAC meetings particular, have begun to pay off. Executive Director James Weinstein and be integrated into the Board meeting presented several recommendations to calendar, and that bylaws and meeting Effective in November 2011, the NJT improve the agency’s transparency. minutes of all three TACs be posted to Board moved its private executive sessions the NJT website. to the end of its regularly scheduled These recommendations were public meetings, rather than holding them incorporated into the Coalition’s Jan. Prior to the Coalition’s January meeting, prior to these meetings. A month later, 23 resolution commending the NJT Alan commented that the two measures the Board granted the Senior Citizens Board for its actions and requesting that the NJT Board has acted upon and Disabled Residents Transportation that the agency do more to encourage “should be the start of a new era of Advisory Committee (SCDRTAC) the public participation, in line with New transparency, full disclosure and open same “agenda item” status as NJT’s Jersey Gov. Chris Christie’s often-stated discussion at NJT, in accordance with other advisory committees. At its January priority of improving transparency in Gov. Christie’s call for more transparency 2012 meeting, the Coalition voted to state business. (Alan recused himself from in state government.” He added that it commend the NJT Board for adopting discussion and voting on the resolution represents “a victory for the advocacy two components of Alan’s transparency at the Coalition’s January meeting.) process, because NJT did change two initiative, while calling on the Board to go The resolution requests at least one seat policies in response to my requests. further. for a Coalition representative on the Change usually comes from the top, and I North Jersey Transportation Advisory give much of the credit to Commissioner For the riding public as well as NJT Committee (NJTAC), and endorses Simpson, Executive Director Weinstein managers, the decision to hold executive increased direct communications between and Joyce Zuczek, who has served as sessions at the end, rather than beginning, NJT management and the Coalition. Secretary for the past year. If NJT of public meetings provides numerous implements the rest of my initiative, it will benefits. First and foremost, it eliminates Further, the resolution calls for improved be a major step forward for the transit the public perception that the Board has public access more broadly, as well. It riders and taxpayers of New Jersey.” already voted on important issues in private, asks that all Board Committee meetings rather than considering rider input before be open to the public, with adequate Relations between NJT and the Coalition, making decisions. The change also allows public notice and opportunity for public which turned adversarial under then- members of the public and managers comment, and that the public have access Executive Director George Warrington, to save time in attending meetings, since to all non-confidential information that have become more positive recently. they are now able to leave after the public Board members receive, at the same Weinstein presented at the Coalition’s portion of the meeting is done rather than time they receive it. In accordance with January meeting, marking the first visit of having to wait for the Board to convene past practice, the resolution calls for a an NJT Executive Director to a Coalition after an executive session. Furthermore, reinstatement of the five-minute time meeting in several years. the change does not require any greater frame formerly allowed for each registered time commitment on the part of Board speaker to address both agenda and non- Paul Bubny is a member of the Lackawanna members, and therefore no one loses. agenda items at each Board meeting. Coalition, based in Millburn, NJ. RAIL USERS’ NETWORK NEWSLETTER Page 9 of 16 Keep the G Train Extension!

The interlocking F and G line tracks over 4th Avenue in Brooklyn, near the Culver Viaduct.

(Continued from page 3) It’s also hard to justify cutting it back Blogs are popping up all over the place when ridership on the additional five with a “save the G train” theme, and Firstly, when the G terminated at stations has been good. The G has I wouldn’t be surprised to see T-shirts Smith-9th Street, it had to do a also relieved overcrowding on the F appearing soon. complicated switching maneuver train, which travels all the way to/ between Smith-9th Street and the 4th from Coney Island and is always quite As it stands now, the G train serves Avenue stations. While it did this, it crowded. Williamsburg has become Kensington, Windsor Terrace, Park blocked the main line of the railway— quite a destination lately, with bars Slope, Gowanus, Red Hook, Carroll the F train—and sometimes the and clubs expanding on an almost Gardens, Cobble Hill, Boerum Hill, switching to begin its northern journey daily basis—and the G has become Downtown Brooklyn, Fort Greene, delayed the F trains entering Smith-9th one of the best ways to get there from Clinton Hill, Bedford-Stuyvesant, Street. Southern Brooklyn. Williamsburg, Greenpoint, and Long Island City. It is a vital link in the transit Additionally, while the G train laid over The Culver Viaduct project is system. It should continue to serve ALL between Smith-9th Street and the 4th scheduled for completion in early 2013. those communities. Avenue stations, it also blocked the F It is running fairly close to schedule. Some officials are quoted as saying that line from proceeding. So just from an Andrew Albert is the Chair of the NYC they expect the extension to continue. operational point of view, it makes a Transit Riders Council, and Riders’ Riders and elected officials aren’t lot of sense to keep the G running to Representative on the MTA Board. Church Avenue, which was made to be taking any chances. They’re voicing a terminal station, and has four tracks. their opinions loudly and frequently. RAILRAIL USERS’ USERS’ NETWORK NETWORK NEWSLETTER NEWSLETTER PagePage 10 10 of of 16 12

Join Us for RUN’s Third Regional Conference

(Continued from page 1) levels or introduced new service to an Virginia Legislature which could derail area. 2) How effective advocacy has “the little train that could,” which has The rest of the morning will be devoted curtailed current or future service cuts, earned universal praise for its outstanding to exploring how advocacy – both official and 3) How partnerships with elected convenience, comfort and reliability and and unofficial—can improve and increase officials and the press has raised the public for exceeding national standards for both service in a given city or area, long- awareness of the importance of good ridership and financial performance. distance as well as commuter and rail transit or rail service. Jim Price, Chief Operating Officer at transit. The panel will be moderated by Hampton Roads Transit, will talk about Andrew Albert, Chair of the NYC Transit After lunch, participants will have an how the new light rail service got started Riders Council, a legislatively-mandated opportunity to learn about several in Norfolk, Virginia and plans for future group appointed by the Governor of success stories in the Mid–Atlantic area service. Gene Kirkland, the Treasurer of the State of New York, with members and why we need to remain vigilant and the Carolinas Association of Passenger chosen by the Mayor of New York City, continue to push the envelope if we are Trains, will provide an overview and the Public Advocate of New York City, to keep new services going, extend their update on the new state-supported and the five Borough Presidents. Panelists reach and give more people the option Amtrak service in North Carolina and the include Mike Testerman, President, of riding a train rather than driving new light rail system in Charlotte, NC. Virginia Association of Railway Patrons; between the cities and towns of the Mid- Aissia Richardson, Chair, SEPTA Atlantic region. Rail Users’ Network The final panel of the day will focus Citizens Advisory Committee; David Chair, Richard Rudolph will moderate. on Expanding Rail Service in the Mid- Alpert, member, WMATA Riders Panelists include Meredith Richards, Atlantic Region. David Peter Alan, a Advisory Council; and Jack Corbett, of Chair, Rail Coalition, who RUN Board Member and Contributing MetroRiders.org. Panelists will discuss will talk about how the new Amtrak Editor, Destination Freedom at www. how effective advocacy in their respective service to Lynchburg got started and nationalcorridors.org, will serve as the geographic areas has 1) Increased service what’s happening currently in the (Continued on page 11) RUN Members to Monitor Capitol Hill During Next Month’s Conference in DC

(Continued from page 1) Amtrak received about $600 million reportedly backed off after a firestorm in operating subsidies and about $1.5 of protest from urban legislators. How these tax benefits are only available billion in capital funding from Congress. this issue develops must await the House for vehicle parking costs, establishing a Generally, Amtrak’s Northeast Corridor Republicans’ release of their Surface policy bias against transit expenditures. service operates subsidy-free, and Transportation Reauthorization bill in a An amendment to equalize the tax Congress’ subsidy covers operating losses few weeks. benefits, retroactive to January 1, 2012, on its other passenger rail services. at a maximum $240/month rate, was While the state of play in these issues included in the recent Senate Surface 3. Retain Dedication of 20% of Federal may change over the next month, RUN Transportation bill but would expire again Gas Tax Receipts for Mass Transit. conferees should consider raising each at year’s end. Traditionally, each Surface Transportation of these issues with their Congressional Reauthorization law provides that 20% of delegations to help assure adequate 2. Assure Full FY’13 Funding for Amtrak the Federal gas tax revenues must be used funding for mass transit and Amtrak in the Operating Costs. The Republican majority for funding mass transit programs. This coming year. in the House of Representatives may has provided stability in financing mass recommend reducing Amtrak operating transit at about an $8.4 billion annual Jack Corbett is a director of MetroRiders.org, subsidies in their version of the FY2013 level. This year, the House Republicans a volunteer coalition of transit riders in the budget, which was expected to be first proposed eliminating this source Washington, DC metropolitan area. announced this month. For FY2012, of funding for mass transit but they RAIL USERS’ NETWORK NEWSLETTER Page 11 of 16

RUN to Washington, DC!

By David Peter Alan The Washington Metropolitan Area (or at any time for WMATA’s automated Transit Authority (WMATA, often services), or go to Metro’s website, We will RUN to the Nation’s Capital called “Metro”) is the area’s largest www.wmata.com. in April for this year’s conference. transit provider. It operates Metrobus While the conference, plus the and Metrorail (often called “Metro” WMATA also operates an extensive optional Day on the Hill and tour for short), currently made up of five network of buses in the District, as well of the area’s transit will keep our color-coded “heavy rail” lines, similar as the suburbs, and many connect with attendees busy for the better part of to New York City’s subways. Most of Metrorail. Other agencies operate local three days, there is plenty of reason to the railcars, which were built between buses in Maryland and Virginia that plan an extended visit. the 1970s and the 2000s, have a roughly connect with Metro trains. In addition, similar appearance. All five of the the DC Department of Transportation You will not find as full a multi-modal Metrorail lines go through the District (DDot) operates a small network of array of transit as can be found in places of Columbia (locals refer to it as “the “Circulator” buses in the downtown like Boston, San Francisco, the New District”) and extend into neighboring area. DDot is also building a streetcar line Downtown. but it will not be open York area or even . Still, there areas in Maryland and Virginia. Most of for service this year. Their website is is plenty of transit to take you around the Metro lines are built on old railroad ddot.dc.gov and their phone number is town, and there are lots of interesting rights-of-way. For transit information, you (202) 673-6813. sights to see. can call (202) 637-7000 until 8:30 pm (Continued on page 12) Join Us for RUN’s Third Regional Conference in DC

(Continued from page 10) Congress. At the end of the day, we will transit with us, and we will have details at gather for a de-briefing session and an the conference. moderator. Panelists include: Charles informal dinner. If you wish to join us for “Chuck” Riecks, Charleston, WV, the Day on the Hill, please let us know In closing, be sure to register for the Chair, Friends of the ; Carl when you register. We may assign teams conference. It is the third in a series of Palmer, General Manager, Valley to visit key members of Congress. You regional conferences sponsored by the Rail Metro, Roanoke, VA; Richard Beadles, will want to visit the representatives from Users’ Network. It will afford participants former CEO of the RF&P and a your own states and districts, so make a wonderful opportunity to learn how founder of Virginians for High Speed your appointments soon. advisory and advocacy groups can improve Rail; and Kenneth Joseph, Western their practices to better represent rail Pennsylvanians for Passenger Rail who And an optional tour will be held on passengers in a coherent, pro-active, and is working to increase rail service in the Saturday, April 21 for participants effective manner. This conference, and the Pittsburgh area. wanting to sample public transportation Rail Users’ Network, is for both official, in the Washington, D.C. area. We plan carrier-sponsored advisory organizations, Please also note that there will be a Pre- to take a walking tour of the downtown and other rail advocacy groups, as well as conference “Day on the Hill” on April area where the D.C. Department of for individual rail customer advocates. 19 which conference participants are Transportation is building a downtown welcomed to attend. Join us to campaign streetcar, which will be the first such To register, please visit our website: for better transit, including funding for service in over 50 years. We also plan to www.railusers.net and click on the Amtrak and local transit as part of a new ride one of their Circulator buses, and registration button. You can pay on line transportation bill. We will kick off the also take a ride on MetroRail. Transit using your credit or debit card or PayPal day at 8:30 a.m., with a briefing at APTA moves many people in the Nation’s account. You can also register by mail. Headquarters. Then we will head over to Capital, and we will ride, too. If we can, Please send a copy of the registration the House and Senate Office Buildings we may also visit the National Capital form and check to the Rail Users’ to meet with Congressional staffers and, Trolley Museum. We are still working on Network, 55 River Road, Steep Falls, if we are lucky, with actual members of the details, but we invite you to ride some ME. 04085. RAIL USERS’ NETWORK NEWSLETTER Page 12 of 16

RUN to Washington, DC in April!

(Continued from page 11) service to Virginia is Another site with a postal history is also provided during typical commuting the Old Post Office Pavilion, located at There are two commuter rail providers hours, with a small amount of mid- 1100 Pennsylvania Ave., in the building in the area. Like Amtrak, they operate day service. The provider is Virginia occupied by an even earlier main post from the historic Union Station, a Railway Express (VRE), and trains go office. It was built in 1899, and saved building designed primarily by Daniel to Broad Run Airport, slightly beyond from the wrecking ball by community Burnham. It opened for service in 1907. Manassas, and to Fredericksburg. activists in the 1970s. Today, it houses Union Station is also a stop for Metro Amtrak trains also use both those lines, public spaces and offices for agencies Red Line trains, so it is easy to connect so there is no railroad mileage available such as the National Endowment for the there from Amtrak or a commuter on VRE that is not also available on Arts. The Congressional bells are located train to other points served by local Amtrak. in the tower; if there is a group of bell transit. Union Station is a destination ringers visiting, you are in for a treat. The in itself, containing dozens of shops and Most of the famous government nearest Metro station is Federal Triangle eating places, including a food court buildings, such as the U.S. Capitol and (Blue and Orange Lines). downstairs. There is also a well-known the White House, are within a mile or station restaurant on the main level, two of Union Station; within walking The National Building Museum is another Victorian edifice that was almost namely B. Smith’s, which serves classic distance or a short ride on a bus or demolished. It is located at 401 F St., N.W. Southern food in an upscale atmosphere Metrorail. Many of the Smithsonian and covers a full downtown city block. that harkens back to the days when museums and the famous “Memorials” There is an admission charge for exhibits, train stations featured restaurants are located in or near the Mall, an but tours of the building are free. It was catering to well-to-do travelers who enormous grassy expanse between built in 1879 as the National Pension could afford an upscale meal at the Constitution and Independence Building, and was designed by Civil War station between trains. Avenues downtown. If the information Quartermaster General Montgomery booth in Union Station that is staffed by C. Meigs. The elevator had not been Two separate Maryland Area Commuter the Travelers’ Aid Society (located near invented yet, so stairways were built with Rail (MARC) routes go north toward the Amtrak information booth) is open stairs sloping down slightly, so people Baltimore, with a third line to Brunswick, when you arrive, they have downtown who had difficulty walking would have MD. The MARC runs on walking maps. an easier time climbing the stairs. Many Amtrak’s Northeast Corridor (NEC) wounded Civil War veterans worked line, and operates trains throughout the There are a few special places which, in for the government at the time, and the day on weekdays, but not late at night. this writer’s opinion, are definitely worth stairways were designed to accommodate The MARC , which runs a visit. The former main Post Office them. It marked one of the first times that mostly on the historic Baltimore & Ohio building, which sits across the street from a building was designed to accommodate (B&O) Railroad to a different location in Union Station and is an architectural persons with a disability. An alternate Baltimore, operates in both directions, companion to it, is now mainly occupied theory was that the steps with the slight slant facilitated water drainage. The but during peak commuting hours only. by the Smithsonian’s National Postal building is near the Mall; the nearest The also operates during Museum, although the building also Metro stop is Judiciary Square on the Red peak commuting hours only, and only includes a functioning post office and Line (with an entrance/exit just across a large restaurant. Like many big-city in the prevailing direction. A few of the F Street), although Gallery Place on the trains are extended to Harpers Ferry post offices, it was built next door to the Green and Yellow Lines is not far away. and Martinsburg, WV, and a few take train station, because most intercity mail a branch line to Frederick, Maryland. was carried on trains; either passenger The Willard Hotel, at 1401 Pennsylvania There is no transit back to downtown trains or trains whose sole job was to Ave., is also worth a visit, although the Washington, D.C. from points beyond carry mail. The National Postal Museum price is high if you want to stay. It has Rockville (on the Metro Red Line) from includes the famous Smithsonian stamp been in operation in some physical form the MARC Brunswick Line without an collection, so any stamp collector would or other since 1818, with the current overnight stay. feel at home there. (Continued on page 13)

RAIL USERS’ NETWORK NEWSLETTER Page 13 of 16

RUN to Washington, DC in April

(Continued from page 12) hot link sausage, which many locals like And, yes, George Washington slept here. with mustard, onions and chili on top. structure having opened in 1901. There An inferior version of the half-smoke is If you have time, take a MARC train to is an apocryphal story that the terms available from many pushcart vendors; Baltimore, see the Inner Harbor, stroll “lobbying” and “lobbyist” originated for one of the best versions, try Ben’s on Charles Street downtown, visit the from the actions of individuals who Chili Bowl at 1213 U St. N.W. (Metro B&O Railroad Museum and the other would attempt to influence the actions Green/Yellow Lines to U Street), which museums set in the historic downtown of President Ulysses S. Grant during is also renowned for its chili and chili area, and ride a variety of local transit his visits to the hotel’s lobby, although dogs. Local rail advocate M. Paul Shore provided by Maryland’s MTA. Because in fact those terms go back to the early recommends taking the 10B Metrobus of the way MARC trains are scheduled, years of the 19th Century (and some from the Orange Line’s Ballston you can only take a convenient related terminology goes back to the Metrorail station to the Weenie Beenie Baltimore day trip on a weekday. 17th Century). stand at 2680 South Shirlington Road in Amtrak trains go there on weekends, but Arlington. the fare is considerably higher than the There are few local food specialties MARC fare. in Washington, DC, although the There are a number of interesting city’s international character brings neighborhoods in and around the To find out more about attractions a wealth of ethnic restaurants. Most District. Georgetown, especially on M and hotels in the DC area, contact near downtown are upscale; the lower- Street, is a historic neighborhood full Destination:DC, the city’s convention priced restaurants are more likely to of beautiful Victorian town houses with and visitors’ bureau. Their website is be found on the edges of downtown or corbelled brickwork. Lacking Metrorail, www.washington.org, and it is packed beyond. The city retains a few vestiges Georgetown is only accessible by a short with information. Their phone number of a Southern flavor, and chopped bus ride, or a fairly long walk, from the is (202) 789-7000. barbecue sandwiches are available from Foggy Bottom Station on the Blue and some pushcarts. The Eastern Market, Orange Lines. On the Virginia side, David Peter Alan is a member of the RUN located southeast of Capitol Hill and Old Town Alexandria is worth a visit. Board and serves on RUN’s Conference about a mile southeast of Union Station Alexandria Station, where Amtrak Committee. He has ridden all of the rail transit at Seventh Street and North Carolina and VRE trains stop, is also served in the area, and has been to most of the places Avenue, S.E., is a famous place where by Metro’s Blue and Yellow Lines. A mentioned in this article. He also wishes to locals go to grab a bite. There is an walk along King Street, back toward thank local rail advocate and RUN member M. Eastern Market stop on the Metro the District, leads to the Old Town, Paul Shore for his suggestions concerning this Blue and Orange Lines. Another local featuring block after block of historic article and things do to in the Washington, DC specialty is the half-smoke. It is a semi- town houses, museums and restaurants. area.

RUN Board Meetings for the remainder of 2012 are scheduled as follows: April 20 (Washington, DC), June 16, August 11, Oct. 13 and Dec. 8. Board meetings normally take place at the MTA headquarters in New York City, 347 Madison Ave., from 1-5 pm, but please call 207-776-4961 to confirm. RAIL USERS’ NETWORK NEWSLETTER Page 14 of 16

Successful 110-mph Rollout in Michigan Is Followed by NS Slow Orders

(Continued from page 2) Norfolk Southern drops conceal their dismay, and noted that even prior to the sale, the state had been We came home on the last Wolverine of the “slow” bomb investing in the line in order to catch the day, No 355. Because the westbound up with maintenance NS had deferred. Unfortunately, it can only make up trip was made entirely in darkness I was Under the law, NS is obliged to maintain part of the time—which is why the not able to see the mileposts, so there was the track only to a level required to current state of the Wolverine route is best no hope of clocking the speed. But the support its 25-mph freight service. described as “the best of times and the conductor, who had set up shop in the Mutterings of betrayal were heard, worst of times.” On March 15—barely a café section, was in radio contact with and some observers speculated NS was month after Amtrak raised the speed limit the engineer, and somewhere between playing a get-tough card as a last-minute to 110 on the Porter-Kalamazoo segment Kalamazoo and Niles he reported to us negotiating strategy. to 110, Norfolk Southern Corp. without several times that the train was doing 110 warning reduced the speed limit on mph. Amtrak slows—and At this speed, the deficiencies of the shortens—the Wolverines Horizon equipment became very evident. Somewhere between The noise level was substantially higher The sudden slowdown forced Amtrak than I remembered it from the morning Kalamazoo and Niles, to scramble. On March 23 Amtrak trip at 101 mph, and as the train leaned the conductor reported issued newer, slower timetables for the left into a curve the truck beneath the Wolverines. Most drastically affected is business-class section began to rattle to us several times that the pair we rode to Ann Arbor—350/ and pound in a very loud drumbeat that the train was doing 355. In order to make sure this consist alarmed me. The knocking sound eased is repositioned back in Chicago in time off once we returned to straight track, 110 mph. At this speed, to receive adequate servicing, the train but several minutes later we entered the deficiencies of the no longer will perform its full Chicago- another leftward curve and the noise and Pontiac itinerary and will turn instead vibrations returned. I don’t know enough Horizon equipment at Dearborn. And instead of leaving about car suspensions to say which exact became very apparent. Dearborn at 6:40 p.m., it will start back components were generating the noises earlier, at 5:35, arriving in Chicago at and vibrations, but the cause was not just 10:53 p.m. a wheel flat. The pounding noises were too far apart to be generated by a flat spot “The decision by Norfolk Southern to on a wheel turning at 110 mph, and some reduce train speeds on the track shared of the noises came in conjunction with a several segments of the abutting 135 miles with the Amtrak Wolverine and Blue lateral lurching. A mechanical engineer between Kalamazoo and Dearborn to as Water services will have a serious impact I spoke with later said the trucks should low as 25 mph. As reported here earlier in on passenger service, and could cause have been good for 110 mph but probably the last edition, NS has agreed to sell the delays for freight shippers, too,” said had not been maintained adequately for Kalamazoo-Dearborn track to the State MDOT Office of Rail Director Tim the rigors of the higher speeds. of Michigan for $150 million, and the Hoeffner. “Last year, MDOT invested state and the railroad were in negotiations millions of dollars to upgrade this line Despite the noises, the passengers over the details of the transaction when at the state’s expense, and we hope appreciated the higher speeds because NS unilaterally claimed it had found Norfolk Southern will bear that in mind we arrived in Chicago two minutes defects in the ties that required immediate and work to minimize slowdowns that early after leaving Ann Arbor almost 20 and drastic speed reductions in order to inconvenience business and travelers.” minutes late. Prior to the speedup, a late maintain safe passenger-train operation. Wolverine could only get later. Now it can F. K. Plous is director of communications for make up time. Amtrak and MDOT officials could not Corridor Capital LLC, based in Chicago. RAIL USERS’ NETWORK NEWSLETTER Page 15 of 16

Maine Plans to Reconstruct Mountain Division Line

By Richard Rudolph Portland. While other speakers spoke Portland will continue to grow, attracting Chair, Rail Users’ Network eloquently about how this will benefit one third of the State’s population shippers along the line who are looking growth by 2035. The state has already At a recent meeting of the Joint for viable alternatives for moving goods, spent more than $28 million to build a Appropriations and Financial Affairs my remarks focused on the socio- 3.4-mile bypass, connecting Routes 114 Committee of the Maine Legislature, folks economic benefits that will accrue over and 25 outside of Gorham Village, to from the Rt. 113 Corridor Committee, time from taking this initial step. accommodate the tremendous influx state representatives from the affected of commuters traveling each workday. legislative districts and business people Restoration of freight service will Another $35 million to $40 million will spoke in favor of LD 63. This would enable us to preserve this important be needed to build a four mile, two-lane authorize the state to issue $20 million transportation corridor for future use bypass north of Gorham. This may bring in bonding to reconstruct the Mountain as an alternative for the movement of some temporary relief, but it does not Division rail line which stretches 50 miles people as well as goods. I am especially provide an alternative for commuters who from Portland to New Hampshire via concerned about the right of mobility no longer want to drive because they either Portland, Windham, Gorham, Standish, or what is called social inclusion. As the can’t afford it, have failing health or simply Baldwin, Hiram, Brownfield, and price of gasoline continues to rise and prefer riding the rails to sitting in a traffic Fryeburg. The State of Maine owns 45 cars become more and more expensive jam as they drive to work. miles from Westbrook to Fryeburg with to operate, many folks who live in this the balance owned by PanAm. economically distressed area of the state Critics may see this as a boondoogle, but will find it harder to commute to jobs we don’t have to look far to see how the The bond would provide funds to in Westbrook, Portland and beyond. train service has promoted reconstruct the Mountain Division line We also need to provide an alternative economic development up and down that to FRA Class II standards, completing for the ever growing number of seniors line. Over the past 10 years, ridership has the rehab started last year with State who may need to travel to Portland grown year after year as more are discovering bond funds. Class II would support for medical care, to see loved ones the convenience of using the service. freight service at 25 mph and excursion or to begin a holiday. The National According to Amtrak’s website, Downeaster service at 30 mph. The rail line will Transportation Safety Board recently ridership numbers exceeded more than be used immediately by five businesses, held a two-day forum to understand the 500,000 passengers in Fiscal Year 2011 and creating and or retaining 600-700 safety risks that older drivers face. are up about 8% over the previous year. permanent jobs. A proposed wood chip plant in West Baldwin alone will create Older road users can be expected to have If we are serious about providing 427 new jobs in logging, transportation problems as drivers and as pedestrians, alternatives amid gas prices rising again and manufacturing, generating an given the known changes in their with no end in sight, snarled traffic on annual economic impact of $82 million perceptual, cognitive, and psychomotor major arteries, and an aging population, and a 20-year impact of $2 billion. performances. Within 15 years, more we should view this bond authorization than one in five licensed drivers will be as the first step towards a brighter future. While readers may be disappointed that 65 or older. Their number will nearly At present, Mainers living in the western the proposed bond authorization will double, from 30 million today to about 57 suburbs have no choice but to take their only provide funds to upgrade the line to million in 2030. While smarter cars and cars to work. We will need to come to Class II freight service, it is nevertheless an better-designed roads may help keep them grips with the new reality sooner or later. important first step. In the long run, we behind the wheel longer, most people will need to restore the line to Class III to will outlive their driving ability. Public While the Joint Committee has not as of provide commuter rail service for residents transportation—buses, transit, commuter yet decided the fate of this and several living in the suburbs west of Portland. rail and high-speed trains—will be needed other rail bond proposals, the Governor to insure their right to mobility. is rumored to be not be in favor of any The Mountain Division is an important bonding this year. He is currently on rail corridor that connects southwestern There is also the issue of traffic congestion. vacation and not available for comment Maine to the North American rail According to the Gorham East West at the time of the writing of this article. transportation system and the Port of Corridor Study, the suburbs west of So much for job creation in Maine. Please become a member of RUN… From the run We invite you to become a member of the Rail Usersʼ Network, which represents rail passengersʼ board of interests in North America. RUN is based on the successful British model, which has been serving passengers since 1948. RUN networks passengers, their advocacy organizations, and their advisory directors councils. RUN is working to help secure an interconnected system of rail services that passengers will use with pride. RUN forms a strong, unified voice for intercity, regional/commuter, and transit rail passenger interests. By joining together, sharing information, best practices, and resources through Rail Users’ Network networking, passengers will have a better chance of a vocal and meaningful seat at the decision making Newsletter is table. published quarterly RUN members enjoy newsletters, international conferences, regional rail forums, and other meetings to by the Rail Users’ share information while working to improve and expand rail passenger service. Network, a 501 (c) (3), Membership is open to passengers, official advisory councils, advocacy groups, public agencies, tourist nonprofit corporation. and convention bureaus, carriers and other profit-making organizations. We hope you will join — vital decisions and legislation affecting the North American rail transportation We welcome your system are being made daily. Donʼt be left behind at the station! thoughts and comments about our newsletter. Please write to us: RUN, 55 River Road, Steep Falls, ME 04085

As a grassroots organization, we depend upon your contributions to allow us to pursue our important work. Please donate to help us grow.

Rail Users’ Network 55 River Road Steep Falls, ME 04085