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Vermont Rail Feasibility Study
Vermont Rail Feasibility study Vermont Agency of Transportation Final Report March 1993 Submitted by LS Transit Systems, Inc. In association with R.L. Banks & Associates, Inc. Resource Systems Group, Inc. CGA Consulting Services VERMONT RAIL FEASIBILITY STUDY FINAL REPORT Table of Contents Section Paae No. EXECUTIVE SUMMARY Background Rail Services Considered Passenger Rail Feasibility Capital, Operating and Maintenance Costs Environmental lmpacts Evaluation of Options Shelburne Road Demonstration Project Synthesized Service Alternative Conclusions and Recommendations 1. INTRODUCTION Background Passenger Rail Service Freight Rail Service Policy Issues 2. PASSENGER RAIL FEASIBILITY Introduction Physical Inventory lntroduction Methodology Central Vermont Railway Washington County Railroad Vermont Railway Clarendon & Pittsford Railroad Green Mountain Railroad Operational Service Plans Commuter Service Shelbume Road Demonstration Service Amtrak Service Options Tourist Train Service Options Service Linkages Ridership/Patronage/Revenues Forecasting Rail Ridership Estimating Demand for Commuter-Type Service Estimating Demand for Inter-CiService Estimating Demand for Tourist Service Fares and Revenue Projections Ancillary Issues Economic and Environmental Impacts Short and Long-Term Facility and Rolling Stock Needs Train Control, Signaling and Communications Grade Crossings Safety Cost Estimates Capital Costs - Trackwork VERMONT RAIL FEASIBILITY STUDY FINAL REPORT Table of Contents (continued) Section Paae No. Capital Costs - Train Control, Signaling and Communications .Capital Costs - Commuter Stations Capital Costs - Rolling Stock Operating and Maintenance Costs Funding Issues Shelbume Road Demonstration Project Investment in Upgrading the Core Railroad Network Action Plan Shelbume Road Demonstration Project Tourist Train Implementation Preliminary Market Plan Evaluation of Options Amtrak Connections Commuter Service Shelburne Road Demonstration Project Synthesized Service Alternative Synthesized Service Plan 3. FUTURE UTILIZATION OF RAIL INFRASTRUCTURE lntroduction . -
BSRA 2014-06-07 Entertainment Report
BSRA Entertainment Report for June 7, 2014 LONG FORM (for historical record) Entertainment Report for June 7, 2014 June 7, 2014. Key System & Sacramento Northern. Clark Frazier presented a visual tour of the electric suburban Key System Transbay lines from San Francisco (connecting to the surviving Municipal Railway streetcar lines) to Oakland and Berkeley from 1956 to 1958, and then the freight-only electrified Sacramento Northern during the same time period. Most of these slides were from a Winterail show in California in 2002, but we got to see additional slides after the Winterail slides.. We started with a map of the Key System, which was a privately owned company formed from consolidating several streetcar systems and a realty company (Realty Syndicate of Francis "Borax" Smith and Frank C. Havens, which built and ran such properties as the Claremont Hotel which survives today as Claremont Resort), and then taken over by National City Lines in 1948. Before seeing the Key System itself, we saw some photos of the Bridge Terminal area, including Bridge Terminal itself (eventually named Transbay Terminal, and finally closed in 2010 for replacement with a new facility), which was the San Francisco terminal of the Key System and for a short period also the Southern Pacific (by way of its subsidiary East Bay Electric) and the Sacramento Northern, and then some modern photos of some of the San Francisco Municipal Railway's heritage streetcars running on the Market Street (Muni F) line, followed by some views of Muni streetcar service from the time period we would see covered for the Key System: 1956 to 1958. -
First Safety Safety First
SAFETY FIRST This TIME TABLE is not intended for the in formation of tne pUblic, nor an advertisement of the time or hours of any train. NORTHERN DIVISION The Company reserves the right to vary there from as circumstances may require. It is for the government and information of employes only. TIME T BLE All Bulletins issued prior to date of this TIME TABLE conflicting with the instructions herein are cancelled. No.2 READ RULES AND INSTRUCTIONS CAREFULLY FOR EMPLOYES ONLY ON SINGLE TRACK SOUTHWARD TRAINS AS INDICATED BY TIME TABLE HEADING ARE (UNLESS OTHERWISE SPECIFIED) SUPERIOR TAKING EFFECT TO TRAINS OF THE SAME OR INFERIOR AT 12:01 A. M. CLASS RUNNING IN THE OPPOSITE DIREC TION IN ACCORDANCE WITH RULE No. 72. EASTERN STANDARD TIME EVERY EMPLOYEE WHOSE DUTIES ARE CON NECTED WITH THE MOVEMENT OF TRAI NS MUST HAVE A COPY OF THE RULES AND OF Sunday, Sept. 28, 1930 THE CURRENT TIME TABLE ACCESSIBLE WHEN ! ON DUTY• ·r• SUPERSEDING TIME TABLE NO. t DATED APRIL 27. 1930 I: STUDY THE SPECIAL INSTRUCTIONS AND NOTE ALL CHANGES SAFETY FIRST G. w. GROOM. Superintendent 1 REFERENCES. ers holding tickets from Concord, Bellows Falls and points beyond• • Alexander, Des Rivieres, Milton and Richmond to take passengers holding er, Springfield and beyond. Will stop to leave passengers from points north of h of St. Albans. Will stop at Highgate Springs to leave passenger holding tickets exander to take or leave passengers on Mondays, Wednesdays and Fridays. ivieres to take or leave passengers on Tuesdays, Thursdays and Saturdays. Alexander and Des Rivieres to leave passengers holding tickets from St. -
Resent: Maryland Railway Robert B.Hoover
Reflections on the Western resent: Maryland Railway Robert B.Hoover S THE BLACKTOPbends and winds through the hills,the railroad's — A bridges deck-plate girder bridges painted black or a fading silver-gray — appear suddenly, come at you, and then loom overhead at angles as you pass on the road below. Bigwhite "speed-lettering" on the bridges announce WESTERN MARYLANDRAILWAY.Then they angle away once more, crossing the line of the Baltimore &Ohio Railroad, rivers, and entire valleys. There isno mistaking that this railroad had purpose, and its viaduct looms even larger than life,dominating the lush gold and green fallin the Casselman River Valley, which stretches out allaround me; husky, faded green-painted steel girders stride across the valley; then at the end of the bridge, far offfrom the line ofsight: a cut in the hillside. Standing on the eastern edge ofwhat was once the railroad's Salisbury Viaduct near Meyersdale insouth-central Pennsylvania, Istand atop a giant monument to the past. There willbe no trains running on this bridge today, or any other day, or ever again. Ina few years, bicyclists and joggers and hikers willpartake ofthe remote and wildviews ofthe Casselman and Youghiogheny valleys previously enjoyed onlyby trainmen and trespassers likeme. For the last 12 years, Robert B.Hoover is a paralegal withStrassburger McKenna Gutnick &Potter. He grew up inZelienople and has been interested inrailroads ever since. 27 after a chance encounter on an abandoned trestle outside of the footage, as a small child,riding the scale steam train at the Connellsville,inFayette County, Pa., Ihave slowly, thoughtfully, company's Pen-Mar amusement park in the summer of 1940. -
California State Rail Plan 2005-06 to 2015-16
California State Rail Plan 2005-06 to 2015-16 December 2005 California Department of Transportation ARNOLD SCHWARZENEGGER, Governor SUNNE WRIGHT McPEAK, Secretary Business, Transportation and Housing Agency WILL KEMPTON, Director California Department of Transportation JOSEPH TAVAGLIONE, Chair STATE OF CALIFORNIA ARNOLD SCHWARZENEGGER JEREMIAH F. HALLISEY, Vice Chair GOVERNOR BOB BALGENORTH MARIAN BERGESON JOHN CHALKER JAMES C. GHIELMETTI ALLEN M. LAWRENCE R. K. LINDSEY ESTEBAN E. TORRES SENATOR TOM TORLAKSON, Ex Officio ASSEMBLYMEMBER JENNY OROPEZA, Ex Officio JOHN BARNA, Executive Director CALIFORNIA TRANSPORTATION COMMISSION 1120 N STREET, MS-52 P. 0 . BOX 942873 SACRAMENTO, 94273-0001 FAX(916)653-2134 (916) 654-4245 http://www.catc.ca.gov December 29, 2005 Honorable Alan Lowenthal, Chairman Senate Transportation and Housing Committee State Capitol, Room 2209 Sacramento, CA 95814 Honorable Jenny Oropeza, Chair Assembly Transportation Committee 1020 N Street, Room 112 Sacramento, CA 95814 Dear: Senator Lowenthal Assembly Member Oropeza: On behalf of the California Transportation Commission, I am transmitting to the Legislature the 10-year California State Rail Plan for FY 2005-06 through FY 2015-16 by the Department of Transportation (Caltrans) with the Commission's resolution (#G-05-11) giving advice and consent, as required by Section 14036 of the Government Code. The ten-year plan provides Caltrans' vision for intercity rail service. Caltrans'l0-year plan goals are to provide intercity rail as an alternative mode of transportation, promote congestion relief, improve air quality, better fuel efficiency, and improved land use practices. This year's Plan includes: standards for meeting those goals; sets priorities for increased revenues, increased capacity, reduced running times; and cost effectiveness. -
Records Relating to Railroads in the Cartographic Section of the National Archives
REFERENCE INFORMATION PAPER 116 Records Relating to Railroads in the Cartographic Section of the national archives 1 Records Relating to Railroads in the Cartographic Section of the National Archives REFERENCE INFORMATION PAPER 116 National Archives and Records Administration, Washington, DC Compiled by Peter F. Brauer 2010 United States. National Archives and Records Administration. Records relating to railroads in the cartographic section of the National Archives / compiled by Peter F. Brauer.— Washington, DC : National Archives and Records Administration, 2010. p. ; cm.— (Reference information paper ; no 116) includes index. 1. United States. National Archives and Records Administration. Cartographic and Architectural Branch — Catalogs. 2. Railroads — United States — Armed Forces — History —Sources. 3. United States — Maps — Bibliography — Catalogs. I. Brauer, Peter F. II. Title. Cover: A section of a topographic quadrangle map produced by the U.S. Geological Survey showing the Union Pacific Railroad’s Bailey Yard in North Platte, Nebraska, 1983. The Bailey Yard is the largest railroad classification yard in the world. Maps like this one are useful in identifying the locations and names of railroads throughout the United States from the late 19th into the 21st century. (Topographic Quadrangle Maps—1:24,000, NE-North Platte West, 1983, Record Group 57) table of contents Preface vii PART I INTRODUCTION ix Origins of Railroad Records ix Selection Criteria xii Using This Guide xiii Researching the Records xiii Guides to Records xiv Related -
Regional Rail Service the Vermont Way
DRAFT Regional Rail Service The Vermont Way Authored by Christopher Parker and Carl Fowler November 30, 2017 Contents Contents 2 Executive Summary 4 The Budd Car RDC Advantage 5 Project System Description 6 Routes 6 Schedule 7 Major Employers and Markets 8 Commuter vs. Intercity Designation 10 Project Developer 10 Stakeholders 10 Transportation organizations 10 Town and City Governments 11 Colleges and Universities 11 Resorts 11 Host Railroads 11 Vermont Rail Systems 11 New England Central Railroad 12 Amtrak 12 Possible contract operators 12 Dispatching 13 Liability Insurance 13 Tracks and Right-of-Way 15 Upgraded Track 15 Safety: Grade Crossing Upgrades 15 Proposed Standard 16 Upgrades by segment 16 Cost of Upgrades 17 Safety 19 Platforms and Stations 20 Proposed Stations 20 Existing Stations 22 Construction Methods of New Stations 22 Current and Historical Precedents 25 Rail in Vermont 25 Regional Rail Service in the United States 27 New Mexico 27 Maine 27 Oregon 28 Arizona and Rural New York 28 Rural Massachusetts 28 Executive Summary For more than twenty years various studies have responded to a yearning in Vermont for a regional passenger rail service which would connect Vermont towns and cities. This White Paper, commissioned by Champ P3, LLC reviews the opportunities for and obstacles to delivering rail service at a rural scale appropriate for a rural state. Champ P3 is a mission driven public-private partnership modeled on the Eagle P3 which built Denver’s new commuter rail network. Vermont’s two railroads, Vermont Rail System and Genesee & Wyoming, have experience hosting and operating commuter rail service utilizing Budd cars. -
History of the Pere Marquette Railway
History of the Pere Marquette Railway Local History at the St. Thomas Public Library 1900: The Pere Marquette Railroad (PM) is formed by merging three small railroads in the United States: Chicago & West Michigan; Flint & Pere Marquette; and the Detroit, Grand Rapids & Western Railways. The PM is named after Père Jacques Marquette, the French Jesuit missionary who founded Michigan’s first European settlement, Sault St. Marie. 1901: Car ferry Pere Marquette 17 is placed in Lake Michigan service. The PM used car ferries on Lake Michigan to avoid the terminal and interchange delays in the area. Later, they were used on Lake Erie, the Detroit River, and in Port Huron. Car Ferry Pere Marquette 17 1902: Car ferry (first) Pere Marquette 18 is placed into Lake Michigan service. January 1903: PM acquires the Lake Erie & Detroit River Railway (LE&DRR), with main lines running from Walkerville, Windsor to St. Thomas, Ontario, as well as from Sarnia to Chatham and Erieau. This begins the Pere Marquette’s presence in Canada. 1904: The Pere Marquette secures running rights from Buffalo, New York and Niagara Falls, New York over the Canadian Southern railway lines to reach St. Thomas, where the PM’s main Canadian facilities will be located. 1905: Shop facilities are constructed in St. Thomas. December 1905: The first receivership begins, meaning that the company is controlled by others in order to make the best decision based on its finances, whether that is stabilizing or selling the company. The Pere Marquette has struggled financially for much of its operating life, and will continue to do so. -
DEC 0 1 2003 Termination of Coverage
B.C.D. 08-45.27 EMPLOYER STATUS DETERMINATION DEC 0 1 2003 Termination of Coverage This is the determination of the Railroad Retirement Board concerning the continued coverage as employers under the Railroad Retirement Act (45 U.S.C. § 231 et seq.) (RRA) and the Railroad Unemployment Insurance Act (45 U.S.C. § 351 et seq.) (RUIA) of 45 covered entities. The Board’s Audit and Compliance Section has identified these 45 employers which were never assigned a BA number. These entities were formerly operated by a covered rail carrier employer or formerly provided creditable service to a covered employer. In each case, the railroad operator or service recipient no longer operates and has been terminated as a covered employer. Since the operating/service recipient companies have ceased railroad or rail related operations and, in many instances, have ceased to exist, and no railroad or rail related operation is conducted by or on behalf of any of these 45 entities, their employer status is terminated as explained in more detail below. Union Lumber Company Service for Union Lumber Company was credited to the California Western Railroad and Navigation Company (BA Number 2703), which was a covered employer from June 30, 1905 to January 1, 1948, when its name was changed to California Western Railroad. California Western Railroad retained BA Number 2703 and was a covered employer until it ceased operations June 30, 1976. The Board’s records indicate that the service of train and engine crews engaged in the operation of the logging railroad of Union Lumber Company was creditable as service to the California Western Railroad & Navigation Company from December 1, 1917. -
Lehigh Valley Railroad Company Records 1917
Lehigh Valley Railroad Company records 1917 This finding aid was produced using ArchivesSpace on September 26, 2021. Description is written in: English. Describing Archives: A Content Standard Manuscripts and Archives PO Box 3630 Wilmington, Delaware 19807 [email protected] URL: http://www.hagley.org/library Lehigh Valley Railroad Company records 1917 Table of Contents Summary Information .................................................................................................................................... 3 Historical Note ............................................................................................................................................... 3 Scope and Contents ........................................................................................................................................ 5 Arrangement ................................................................................................................................................... 5 Administrative Information ............................................................................................................................ 5 Related Materials ........................................................................................................................................... 6 Controlled Access Headings .......................................................................................................................... 6 - Page 2 - Lehigh Valley Railroad Company records 1917 Summary Information Repository: -
Page 1 of 8 PHILIP G. CRAIG 204 FERNWOOD AVENUE UPPER MONTCLAIR, NEW JERSEY 07043-1905 USA Mobile/Cell: (001) 973-787-4642 Emai
PHILIP G. CRAIG 204 FERNWOOD AVENUE UPPER MONTCLAIR, NEW JERSEY 07043-1905 USA Mobile/Cell: (001) 973-787-4642 Email: [email protected] RESUME Summary Phil Craig has 50 years of experience in the rail transit and railroad field. My expertise is in planning, design, construction, and operation of heavy rail rapid transit systems (metros or subways), light rail transit systems, suburban or regional (commuter) rail systems, high-speed passenger railways, and main line passenger and freight railroads. My broad technical knowledge as a transportation planner and analyst encompasses a wide range of planning, operations, and management areas. I have held significant management positions with transport organizations serving large metropolitan areas in the United States, Great Britain and Greece, as well having been a consultant on rail projects in Canada, India, South Korea, Taiwan and Turkey. Education Bachelor of Science (Cum Laude), Public Utilities and Transportation, New York University, New York, New York, 1963 Professional Data Past Chairman (1973-76) and Committee Member (1972-80), Subcommittee on Federal Rules and Regulations Committee on Mobility for the Elderly and Handicapped American Public Transit Association, Washington, D.C., USA Member, Light Rail Transit Association, London, England Member, Light Rail Panel, New Jersey Association of Railroad Passengers Experience Independent Transportation Consultant – March 2009 to July 2009 Project: Honolulu High Capacity Transit Corridor Project, Honolulu, O'ahu, Hawai'i Clients: Kamehameha Schools and Honolulu Chapter of American Institute of Architects Assignment: Analyze Potential for Use of Light Rail Transit Technology Roles: Consultant to Kamehameha Schools and Adviser to AIA Honolulu Prepared a Light Rail Transit Feasibility Report for Kamehameha Schools/Bishop Estate (the largest private landholder in the Hawaiian Islands). -
ENTERED UNITED STATES DISTRICT COURT July 06, 2018 SOUTHERN DISTRICT of TEXAS David J
Case 5:18-cv-00071 Document 27 Filed in TXSD on 07/06/18 Page 1 of 15 United States District Court Southern District of Texas ENTERED UNITED STATES DISTRICT COURT July 06, 2018 SOUTHERN DISTRICT OF TEXAS David J. Bradley, Clerk LAREDO DIVISION THE KANSAS CITY SOUTHERN § RAILWAY COMPANY, et al., § § Plaintiffs, § VS. § CIVIL ACTION NO. 5:18-CV-71 § BROTHERHOOD OF LOCOMOTIVE § ENGINEERS AND TRAINMEN, et al., § § Defendants. § MEMORANDUM & ORDER The plaintiffs in this case—The Kansas City Southern Railway Company (KCSR) and The Texas Mexican Railway Company (Tex-Mex) (collectively, “the Railroads”)—are a pair of railway companies that operate, at least in part, in South Texas. Defendant Brotherhood of Locomotive Engineers and Trainmen (the Union) is a labor union that represents the Railroads’ employees. Defendant Chris Heise is the Union’s general chairman. This case arises from a dispute over whether the Railroads are entitled to shift their point of interchange for trains that cross the U.S.-Mexico border from the border itself to a rail yard nine miles away in Laredo, Texas. The Union argues that the collective bargaining agreements (CBAs) between the parties do not allow the Railroads to make this change. The Union also argues that the change would run afoul of certain administrative-agency orders and regulations. The Railroads disagree with the Union’s arguments in every respect and say that they intend to shift their point of interchange from the border to the Laredo rail yard on July 9, 2018. The Union has threatened to strike in response. Pending before the Court is the Railroads’ “Motion for Temporary Restraining Order and/or Preliminary Injunction.” (Dkt.