NEWSLETTER

Summer 2009 V ol. 6, Issue 3 Houst on Light Rail Lines Gaining Steam By Robin Holzer bond r efer endum in 2003 to tw o of only fiv e transit pr ojects b uild fiv e new rail e xtensions . pr oposed f or new funding under T w o y e a rs a g o , RU N r e a d e r s These lines ar e planned to serv e the New Starts pr ogram. l e a rn e d t h a t H o u s t o n — d e s p i t e the urban cor e , connecting tw o i t s r e p u t a t i o n f o r a u t o - d e p e n d e n t additional major job centers , Second, METR O gained s p r a w l — i s gr o w i n g a s u c c e s s f u l thr ee univ ersities , and do z ens of essential appr o v als fr om the Individual u r b a n t r a n s i t s y s t e m . D e s p i t e neighborhoods to the light rail F ederal T ransit Highlights b e i n g o n e o f t h e l a r g e s t a n d netw or k. Six y ears la ter, ther e Administra tion (FT A) in A ugust f a s t e s t - gr o w i n g c i t i e s i n t h e U S , ar e few visib le signs of new rail tha t allo w these pr ojects to m o s t o f H o u s t o n i s s e r v e d o n l y coming , b ut 2009 has br ought mo v e f orwar d. FT A authoriz ed Ohio’ s #-C Corridor b y fi x e d - r o u t e b u s s e r v i c e . B u t major pr ogr ess nonetheless: Houston to begin final design Moves Ahead p. 2 s i n c e 2 0 0 4 , D o w n t o w n a n d t h e f or the North and Southeast Te x a s M e d i c a l C e n t e r h a v e b e e n First, new US DO T Secr etary lines , and begin right-of-wa y c o n n e c t e d b y s t r e e t - r u n n i n g Ra y LaHood visited Houston acquisition, utility r eloca tion, What ‘The New Normal’ u r b a n l i g h t r a i l . A n d w i t h m o r e in Mar c h. Shortly ther eafter, and other construction In Funding Looks Like t h a n 4 0 , 0 0 0 b o a r d i n g s a d a y, METR O garner ed $30 million pr epara tion activities . This is p. 4 H o u s t o n ’ s M a i n S t r e e t r a i l l i n e in federal stim ulus funds f or the fi nal pr er equisite bef or e i s c a r r y i n g m o r e p a s s e n g e r s - p e r - utility r eloca tion f or the planned entering full funding grant Main’ s 10-Y ear Rail m i l e t h a n a n y m o d e rn l i g h t r a i l North and Southeast rail agr eements f or both lines w hic h l i n e i n t h e U S ! lines . Also , Pr esident Obama will bring Houston about $332 Needs Debated p. 5 included $150 million f or these and $334 million f or these lines , To b uild on this success , lines in the administra tion ’ s r espectiv ely. The North and Massachusetts Rail Has Houston v oters appr o v ed a 2010 b udget, making them (Continued on page 7) Its Resignations p. 6 At Last! MTA Begins Muc h-needed RUN Endorses ‘Penn Station First’ p. 8 Culver V iaduct Rebuilding By Andr ew Albert Ir onically, the fi rst service Island, an impr o v ement tha t New Y ork Plans Major impact is a good one f or riders: will ha v e to wait, no w tha t the Rail Upgrades p.1 1 Th e l o n g - a w a i t e d ( a n d m u c h - the G has been e xtended viaduct is under construction. n e e d e d ) C u l v e r V i a d u c t fr om its normal southern In fact, tracks ha v e alr ead y been Riding the Rails for R e b u i l d i n g P r o j e c t h a s fi n a l l y termin us a t Smith-9th Str eet to r emo v ed fr om the viaduct, thus LIRR’ s 175th p. 1 1 b e g u n i n B r o o k l y n . Th e v i a d u c t , Chur c h A v en ue , an e xtension necessita ting the e xtension of w h i c h c a rr i e s t h e F a n d G t r a i n s riders ha v e been r equesting f or G service to Chur c h A v en ue . o v e r t h e G o w a n u s C a n a l , h a s man y y ears . In fact, it was ne v er Huge shea ths ha v e been er ected s u r e l y s e e n b e t t e r d a y s . Th e a good idea to end the ar ound the crumb ling support s u p p o r t b e a m s a r e c r u m b l i n g , a t Smith-9th Str eet sta tion, as beams , lea ving the appearance t h e s t a t i o n p l a t f o rm s a t b o t h the y then w er e stor ed just south of an er ector set w hen view ed S m i t h - 9 t h S t r e e t ( t h e h i g h e s t i n of Smith-9th Str eet, halfwa y to fr om the str eet belo w. t h e s y s t e m ) a n d F o u r t h A v e n u e , the F ourth A v en ue sta tion. As a r e c r u m b l i n g , w i t h ga p i n g h o l e s suc h, the y w er e b locking tracks The viaduct was opened in i n s t a t i o n c a n o p i e s a n d w a l l s . tha t might ha v e been used f or 1933. Very little maintenance Th i s i s a c o m p l i c a t e d f o u r - y e a r other purposes , suc h as the has been done since then, and it p r o j e c t , w i t h m a n y d i ff e r e n t also long-a waited r estora tion sho ws . Ther e is m uc h concr ete p h a s e s a n d s e r v i c e i m p a c t s . of F e xpr ess service to Cone y (Continued on page 3) RAIL USERS’ NETWORK NEWSLETTER Page 2 of 12 3-C Corridor Moves Ahead in Ohio By Bill Engel To be able to begin service in 2011 ODOT and ORDC have a A long-sought goal of passenger rail advocates and planners tight schedule to meet. The study was not expected to be in Ohio has been rail service connecting , Columbus received until early September. The ARRA application had to be and —the “3-C” corridor. It has been talked about submitted to the FRA no later than Oct. 2. even prior to the establishment of the Ohio Rail Development Commission by an act of the Ohio Legislature in 1994. The trains would run from Cleveland via Galion to Columbus, then continue to Cincinnati via Dayton. Initially there would only At one time two railroads offered service between Cleveland and be a limited number of intermediate stops. In 1999 intermediate Columbus. Travelers could choose between the Pennsylvania stops were proposed at Berea, Galion, Delaware, Worthington, Railroad on a somewhat roundabout route via Akron or a more Springfield, Fairborn, Dayton and Sharonville. Intermediate direct route on the New York Central via Galion. In 1958, the stops for the current proposal are still being discussed. A group New York Central was still offering two round trips daily between in the Dayton area was disappointed to learn that their idea of Cleveland and Columbus and three between Columbus and a stop very near the United States Air Force Museum at Wright- Cincinnati. The Pennsylvania had dropped their Cleveland Patterson AFB would not be included at start-up. to Columbus service but still offered two trips a day between Columbus and Cincinnati. Since the creation of Amtrak in 1971, In a press release dated August 19, 2009 ODOT and the ORDC there has been no service on this route. reported early projections of travel times between Cleveland and Columbus would be three hours. The Columbus-to -Cincinnati There was serious discussion of passenger rail returning to the trip via Dayton would also take about three hours. These times are 3-C corridor in 1998 and 1999 in connection with a major slower than in 1958, when New York Central train #321 Cleveland highway project to improve Interstate 71 between Cleveland and –Columbus Special was allowed two hours and 35 minutes to cover 138 Cincinnati. This was to take ten years to completeC at a cost of miles between Cleveland and Columbus. The New York Central was about $1 billion. Improvements planned included a third lane a little slower over the 122 miles between Columbus and Cincinnati, and widened shoulders over most of the distance. Unfortunately allowing train #15 two hours and 55 minutes. the trains never appeared, partly because CSX and NS were in the process of buying Conrail over whose tracks the service would In 1958, the Pennsylvania trains did not travel via Dayton but have operated. their Columbus to Cincinnati mileage was very similar to the Central’s at 125. Train #40 was allowed just two hours and 33 minutes between Cincinnati and Columbus. At least two scenarios were discussed at this time. One would have had service only between Cleveland and Columbus, while the The press release stated that the train times would be competitive second would have extended service to Cincinnati. The running with automobile times because of the work travelers could time from Cleveland to Cincinnati would have been between six accomplish while on the train as opposed to having to concentrate and six-and-a-half hours. If service had been between Cleveland on driving. It admitted that actual driving times are slightly faster and Columbus, one train set was planned to make two round than the proposed train timing. trips. Extending service to Cincinnati would have required a second train set with each making one round trip. It is interesting The release did not mention what equipment might be used to note that the schedule proposed for this service was not for the new service. In a parallel development, an Ohio-based significantly different than the timing in 1958. entrepreneur has purchased the former Colorado Railcar DMU designs and hopes to begin manufacturing them. The new Now in 2009, there is again serious talk of “3-C” service. company will be known as known as US Railcar. Democrat Ted Strickland is Ohio governor and Democrats control one house of the Ohio legislature. Amtrak is about Even with a three lane I-71, the trip between Cleveland and to complete their study of the proposed service as requested Columbus by auto is not much fun. Modern passenger trains, by the Governor over a year ago. President Barack Obama with facilities to work on a laptop computer, make telephone calls, seems supportive of developing high speed rail corridors. meet with one’s business associates or simply relax should be well Federal monies are available under the American Recovery received by Ohio travelers. and Reinvestment Act (ARRA). The Director of the Ohio Department of Transportation is Jolene Molitoris, a former FRA To obtain more information about Ohio’s “3-C” corridor, check Administrator, who is supportive of the project. Planners hope out 3CisME.ohio.gov online. to have trains up and running by 2011 in 79-mph service, with a goal of reaching 110-mph in the future. Bill Engel is a RUN board member based in Clinton, OH. RAIL USERS’ NETWORK NEWSLETTER Page 3 of 12 Culver Viaduct Work Finally Begins

(Continued from page 1) end of 2011, will see the F & G back on the the 3rd quarter of 2012 and run until the northbound local track, except at Smith- first quarter of 2013. During this final 9th Street. Service will be normal south of phase, the F and G service is back on the spalling and exposed steel under the Smith-9th Street. However, the Smith-9th local tracks, serving all stations. The G viaduct. The NYC Transit Riders Council Street station will be closed for rehabilitation continues to run to Church Avenue, with recently took a tour of the viaduct, and from the 2nd quarter of 2011 until the first project completion slated for early 2013. found parts of the steel beams could be quarter of 2012, necessitating supplemental flicked away with a finger! Fortunately, bus service for users of the station. Obviously, there is major service disruption there hasn’t been any disaster yet, so the and confusion during this time. When NYC project is extremely necessary, and, of Transit undertakes a major project such course, expensive. At approximately $313 Phase 3A will run for approximately as this, they usually distribute excellent million dollars, this is one of NYC Transit’s four months, from the fourth quarter of brochures showing all service patterns, major construction projects. The work will 2011 until the 1st quarter of 2012. The destinations, “if you’re starting here....” be done in phases, as mentioned earlier, southbound local track will be taken out scenarios, and platform conductors with phase 1 being the extension of G of service, meaning that the F and G explaining the various disruptions to service to Church Avenue, and the removal will run on the southbound express track customers. This project will be no of the center tracks, as well as the shoring between Smith-9th Street & Church exception, and I expect a high level of up of the support beams and waterproofing Avenue. (the reverse of what happened in customer understanding and knowledge of the decks under the platforms. phase 2A) There will only be northbound of this important project. Riders of the service at 15th St-Prospect Park & F & G trains using Smith-9th Street & This first phase will last until near the Fort Hamilton Parkway. A temporary Fourth Avenue have long-suffered with end of 2010, when phase 2A will begin. platform will be constructed at the 4th inadequate and dangerous conditions for This will see the northbound local track Avenue station for southbound service. so long, due to DECADES of neglect of taken out of service, leaving the F and Remember—the Smith-9th Street station these important structures. Now that relief G service running on the northbound is closed during this period. is finally on the way, most riders will put up express track between Church Avenue & with some inconveniences and disruptions Smith-9th Street. 15th St-Prospect Park Phase 3B will run for about six months— of their service, so that their commutes will and Fort Hamilton Parkway will only see from the first quarter of 2012 until the 3rd be more reliable, safer, and much more southbound service during this phase. A quarter of 2012—and will see the F & G pleasant. Let’s hope the project gets done temporary platform will be erected at the back on the local track south of Smith-9th under budget and in record time! Fourth Avenue station, and G-only service Street. That station is reopened, but with will operate at the northbound side of G-only southbound service via a temporary Andrew Albert is the Chair of the NYC Transit Smith-9th Street. Phase 2B, beginning platform. Northbound service is normal. Riders Council, and Riders’ Representative on the around the 2nd quarter of 2011 until the The last phase, phase 4, will begin around MTA Board.

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 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 South Orange, NJ Lackawanna Coalition Steve Albro Cleveland, OH Greater Cleveland RTA Citizens Advisory Board Pamela Bush , MA T-Riders Oversight Committee (MBTA) Phil Copeland Elyria, OH NARP Director Joshua Coran Seattle, WA Talgo U.S. John (Jack) Corbett 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 Chicago Transit Authority Please send comments, letters to editor or articles for possible publications 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 12 The New Normal in Passenger Rail Funding Federal Capital Available Despite Dismal Business Climate

By James E. Coston Railroad, was never looked upon as And Chicago’s Regional Transportation a “corridor” by its owners. Until the Authority recognizes the Chicago-Joliet These days, in our shop, we constantly collapse of the passenger-rail business in segment as a growing commuter-rail talk about “the new normal”: what we the mid-1960s it was a rather old-school, corridor. think the railroading and transportation mostly double-track mainline with less and leasing and finance baselines will than half a dozen passenger trains each There’s only one problem: The capital look like when things settle down from way, a mix of through and local freight required to realize these multiple visions the upheaval of the last year or so of traffic and a single commuter train on the amounts to billions of dollars. financial distress and drop in business Chicago end. activity. Only a few years ago, rail investments on In 1972, the Illinois Central Railroad this scale would have been dismissed as It is a prognostication that we need acquired the GM&O and even changed the pipe-dreams of naïve idealists. Today, to recalibrate frequently. Usually its name to “Illinois Central Gulf” to the Alton Route buildout is on the radar downwards. reflect the new acquisition. But when screen of government officials at every Harry J. Bruce became ICG’s CEO in level, railroads and financing sources, and We’re “optimistic realists.” There is a 1983, he launched a downsizing strategy, no one is laughing. future, it’s not that far off, but it’s going and in 1985 he sold all of the Alton Route to look different for a long time, maybe except the 38 miles between Chicago The particular needs of the various permanently. When we hear people use and Joliet. The property failed under players have yielded an amazing the expression “when business gets back its new owners and went into an ugly balance of opportunities, with inherent to normal,” we caution them by saying, bankruptcy, and the trustee came close to conflicts and complications, particularly “Yes, but don’t think of ‘normal’ as abandoning it. Ultimately, the Southern in the area of financing capital 2007. That was a bubble. Think more Pacific Railroad acquired it as part of its improvements for the corridor to reach like 1998.” effort to reach Chicago, and when the its full potential. Union Pacfic acquired the SP in 1996 it What is ‘the new normal’ likely to found it had acquired the truncated Alton look like for capital-raising for railroad Route as well. Joliet – St. Louis projects? IDOT has targeted the Chicago-St. Louis Until recently, the UP had no great plans corridor for upgrading to handle 8 daily With both the ugly business climate on for the line. But the state of Illinois did. It round-trip frequencies at 110 mph on one hand, and the federal government’s saw its potential as a fast passenger route a mostly double-track railroad, and has new willingness to provide capital for linking Chicago with the state capital, commissioned the UP to determine what rail projects—particularly those building Springfield, and St. Louis. Carefully that will take in terms of building and intercity passenger rail lines—it remains investing its own money plus a modest dollars. The UP, which historically had a moving target. Though business federal grant, it rebuilt 118 miles of little local business on the line and virtually in remains depressed, the Downstate track to 110-mile-per-hour no through traffic, now is in a position to availability of federal capital offers us standards. link the Alton line to its other properties the opportunity to develop a new travel to form a fast, flat, direct, mostly double- market that already was growing back Things change: Today, the line that track railroad from L.A. to Chicago—the when capital was short. was almost lost is being viewed by first railroad able to compete head-to-head its owner, Union Pacific, as a high- with BNSF’s Transcon. As an example, I’d like to provide a performance intermodal route able to brief overview of an emerging rail-travel compete with the Burlington Northern UP will use its newly double-tracked corridor with big potential, one that Santa Fe for lucrative Long Beach- Sunset Route from L.A. to El Paso, represents a complex and interlocking Chicago steamship traffic. The Illinois then head northeast to Kansas City via set of improvement projects requiring Department of Transportation, well the Golden State Route—now totally a massive amount of public and private aware of dwindling petroleum supplies rebuilt—that it acquired from the Rock monies. and growing environmental concerns, Island bankruptcy. From Kansas City, it sees the Alton route as a viable, valuable will head east to St. Louis over former The Chicago-to-St. Louis line, originally high-speed intercity passenger line with Missouri Pacific trackage, on which the known as the “Alton Route” and acquired strong potential for diverting both auto state of Missouri is now financing capacity in 1941 by the Gulf, Mobile & Ohio and short-haul commercial air traffic. (Continued on page 9) RAIL USERS’ NETWORK NEWSLETTER Page 5 of 12 Maine’s 10-year Rail Plan Must Set Priorities

By Richard Rudolph trends that affect the quality of life and existing line to provide two-hour service Chair, Rail Users’ Network business conditions in the state and to help to Boston and restoring rail service to Maine DOT prioritize rail investment in Lewiston, Augusta and other cities north Rail advocates and members of the general Maine. The TAC, which is composed of of Portland. There was also a great deal public attending public meetings in Bangor representatives from groups who own, of interest in commuter rail service, not and Portland recently weighed in on what operate and maintain the rail system, only along the Mountain Division Line Maine’s priorities should be for investing along with manufacturers, shippers and that runs from the Portland Peninsula to in the state’s rail infrastructure over the rail advocates, have recently met to give North Conway, NH, but also in restoring next 10 years. The Maine Department their initial input. They will have another service on an abandoned right-of-way that of Transportation is conducting an eight- opportunity to provide comments before was part of the Portland and Rochester month study to develop a comprehensive HNTB presents a draft of its plan to the Railroad that runs through the towns of rail plan to address future needs. While public, as required by federal rules if the Gorham, Buxton, Hollis and beyond. the department should be applauded for state is to be eligible for federal rail funding. launching this initiative, it is not at all Several speakers questioned why MDOT clear that this represents a sea change About 25 people from railroads, economic seems to be primarily concerned with in attitude at MDOT, which has been development groups and government mitigating traffic congestion and reducing historically fixated on building roads agencies showed up at the public meeting greenhouse gas emissions rather than rather than investing in alternative modes held in Bangor. While some in attendance reducing the state’s dangerous dependency of transportation. Just last year, MDOT expressed interest in long distance and on foreign oil. The issue of affordability unveiled a plan to build additional lanes to commuter rail service, the focus was doesn’t seem to be part of MDOT’s widen Interstate 295 from South Portland primarily on strengthening the state’s concerns. This speaker talked about the to Yarmouth to address projected rush-hour freight rail system, which isn’t adequate. traffic congestion increases over the next 20 need for social inclusion. Mobility should The timing of the public hearing couldn’t years, even though commuter rail service be considered a human right, the same as have been better for the Montreal, Maine could be provided at a much lower cost the right to good food, clean air and water. and Atlantic Railway, which owns 241 on the St. Lawrence and Atlantic railway, Students and seniors who are living on miles of track running from Madawaska which runs parallel for most of the distance. fixed incomes will need alternative modes to Millinocket, about half of the track that of transport, especially as the economy it owns in the state. It recently announced Consulting firm HNTB, which was hired recovers and gas prices skyrocket again. plans to abandon the tracks or to sell them to do the study, is conducting an in-depth to the state. The tracks are used to transport analysis of the state’s rail infrastructure— pulpwood, heating fuel, wood chips, cooking While many folks remain skeptical of its conditions, operations, trends and oil and other products. The tracks and land MDOT’s intentions, the audience was opportunities for investment. The plan are worth about $17 million. Upgrading the reminded at the close of the session will provide the basis for federal and state tracks would cost an estimated $6 million, that the same political and institutional investment in rail and as required by the and the annual maintenance fee would be obstacles remain that existed when Passenger Rail Investment and Improvement about $2.5 million. Trainriders Northeast first began Act passed by Congress in 2008. The plan advocating for the restoration of passenger must be updated every five years. Close to half of the 80 or so folks who service from Portland to Boston. These attended the Portland hearing spoke up. obstacles can be overcome when the public A Technical Advisory Committee has Their concerns ranged from extending the is organized and persistent in its demand been set up to help identify issues and Downeaster to Brunswick, upgrading the for a brighter transportation future.

Get Involved with the work of RUN!

To find out how to volunteer, write to: RUN, 55 River Road Steep Falls, ME 04085 or contact Richard Rudolph via e-mail at: [email protected] or visit our new, improved website at: www.railusers.net RAIL USERS’ NETWORK NEWSLETTER Page 6 of 12 Massachusetts Transportation Has its Resignations By Pamela Bush Phone calls were made, rallies and press Gov. Patrick announced the abrupt conferences were held, press releases and cancellation of ALL future public hearings Two things were constant in Boston in blogs were written, coalitions coalesced and and took the fare increase off the table the summer of 2009: rain and public there were countless pre-meetings, meetings pending a stem-to-stern review of the transit woes. Over this summer, MBTA and post-meetings, all with the same MBTA’s finances. This is scheduled to be riders experienced a very bumpy ride. goal: STOP THE FARE INCREASE. completed by Nov. 1, 2009. The actions The summer began with riders in the The MBTA and the Executive Office of of all opposers of the fare increase came throes of apprehension over yet another Transportation planned a dozen public screeching to a halt and public transit fare increase, the fourth in the past eight workshops and a public hearing, to allow riders resigned themselves to wait. years. Transportation Secretary Jim Aloisi riders to voice their concerns and make announced the need for an MBTA fare recommendations on the pending fare increase and possible drastic service cuts increase. On Sept. 11, Secretary Aloisi just a little over a week before Governor announced HIS resignation, ending a Patrick passed his huge Transportation The day before the first public workshop mere nine months of service (the former Reform bill. The sales tax also was for the fare increase, amidst nearly a Secretary resigned under pressure on increased from 5% to 6.25%, with $160 dozen news cameras, in a standing Jan. 2, 2009). The governor will have million of the sales tax revenue going to room only board room, the Secretary to find someone else to head up his new fund the MBTA, but the Secretary still of Transportation and the MBTA’s massive transportation agency. We will wanted more money for the MBTA and Board of Directors forced the resignation have to once again resign ourselves to let the planned fare increases stand. Some of the MBTA’s General Manager, Dan wait and see what transpires. Our hope riders resigned themselves to have to accept Grabauskas. During the public comment is that the next Secretary will have a poor service and higher prices. Others period, I stated that this much publicized vision that will promote affordable and decided to fight! in-fighting was a distraction and asked sustainable public transportation that them to put aside their differences and will attract drivers to get out of their Transit advocates mobilized their troops for focus on the needs of the riders and cars and utilize the services. That is a another fare increase battle similar to the address the real issues of a pending fare one that had been waged just a few years increase and the huge debt issues the vision that is not only good for our state earlier in 2006. Thousands of flyers with MBTA was facing. but also good for the planet as a whole. the heading “Are You Ready To Pay More For Less,” were distributed at train On August 11, the day of the second Pamela Bush is Co-Chair of the MBTA Riders and bus stations throughout the system. scheduled fare increase hearing, Oversight Committee and a RUN board member. Amtrak Virginia to Start New Service By Bill Engel The plan for the new service is that train of this new service, it could be that is #176 will depart Lynchburg at 7:38 scheduled very close to the . An Amtrak press release dated August a.m. Monday through Friday, arriving 31, 2009 announced new Northeast in Washington at 11:20 AM. Reserved Introductory 14-day advance purchase Regional service to be sponsored by the seat coach, a business class car and a fares are as low as $29 one-way between Commonwealth of Virginia. The new snack car will be offered. On Saturday Lynchburg and Washington on the new service will start in Lynchburg and offer and Sunday train #156 will depart service, which compares favorably with the a single-seat ride as far north as Boston. Lynchburg at 9:59 a.m. and arrive in $74 one-way fare charged on trains #19 Washington at 1:34 p.m. Returning and #20 the Crescent between the same This new service will operate as to Lynchburg, train #171 will depart points. According to the Amtrak press Amtrak Virginia and is part of a three- Washington at 4:50 p.m. Monday release, Virginia becomes the 15th state to year pilot program developed by the through Sunday and arrive in Lynchburg partner with them to offer rail passenger Virginia Department of Rail and Public at 8:36 p.m. Intermediate stations to service. This is a very positive development Transportation. Also coming under be served by the new train include for the future of rail passenger service in this program will be an additional Charlottesville, Culpeper, Manassas the USA. Richmond –Washington, DC frequency, and Alexandria. The running time will which is slated to begin service in approximate that of existing trains #19 Bill Engel is a RUN board member based in December 2009. and 20. If there is to be any criticism Clinton, OH. RAIL USERS’ NETWORK NEWSLETTER Page 7 of 12 New Light Rail Lines Gaining Steam in Houston

(Continued from page 1) resulted in 1/4 of Houston’s transit tax access to 478,000 jobs within a half-mile being diverted to roadways and other walk of a rail transit station, as well as Southeast lines are scheduled to open in projects, METRO still collects nearly $400 schools, shops and other destinations. 2012. million each year for transit. Houston METRO expects over 200,000 daily transit advocates hope to end the diversion boardings. A third line—the University line—is of our transit tax when the current also in the queue for federal funds, agreement ends in 2014. We still need to ensure these new lines are though it’s at least a year behind the first the neighborhood-friendly amenity they two. This 10-mile east-west backbone Many cities have focused rail expansion need to be. Neighborhood groups are of the expanded system is awaiting on suburbs, seeking out abandoned working on issues like lane widths, crosswalk environmental clearance. We expect freight rail rights-of-way and waiting for locations, and whether the rail goes over to see a final environmental impact transit-oriented development to follow. or under freight rail tracks. It’s going to statement (FEIS) this fall and hope for Houston is instead pursuing a decidedly take hard work to get these lines built. a record of decision (ROD) from FTA urban strategy, bringing new rail service Nonetheless, some of us can hardly wait! soon after. to existing vibrant business districts. The short-term cost is construction headaches; Robin Holzer chairs the board of the nonprofit The final two lines—East End and the long-term benefit is ridership. Citizens’ Transportation Coalition (CTC), an Uptown—will be funded locally by all volunteer, grassroots transportation advocacy Houston’s $.01 transit sales tax and street Once these five lines open, Houston will organization, committed to engaging citizens in the work has already begun in the East End. have 39 miles of urban light rail with planning of transportation projects that affect their Though an ugly political deal in 1992 65 stations. Transit riders will soon have neighborhoods. RAIL USERS’ NETWORK NEWSLETTER Page 8 of 12 RUN Adopts ‘Penn Station First’ Plan for new Tunnels from New Jersey to Manhattan By David Peter Alan trains that would still go to the existing trains to increase flexibility for riders and Penn Station. operating efficiency. RUN has adopted the “Penn Station First” plan for proposed new rail tunnels The Penn Station First Plan is favored by Other rider advocates in New England to be built by New Jersey Transit for several local and regional rail advocacy have endorsed the Penn Station First additional rail service into Manhattan. organizations, including the Regional Rail plan, due to concerns that the current The plan approved by RUN calls for any Working Group, Empire State Passengers’ two-track line under the Hudson River new tunnels to be constructed into the Association, New Jersey Association of will not provide sufficient capacity for future service needs, which would create existing Penn Station, rather than to a Railroad Passengers and Lackawanna a permanent choke point between points proposed deep-cavern terminal favored Coalition. Rail advocates from New north of New York City and other points by NJT. The NJT proposal would bring Jersey and New York favor a plan that south. trains into a separate terminal nearly would further connect any proposed new twenty stories below street level, with no tunnels to Manhattan’s East Side, so trains The full text of the resolution adopted by convenient connections to Amtrak, the could serve both sides of town. They also RUN at its Board of Directors meeting on Long Island Rail Road or other NJT endorse regional through-running of August 29 is published below: New Trans-Hudson Rail Tunnels Should Go to Penn Station First The Rail Users’ Network (RUN) supports the construction and operation RUN believes that, if NJT were to build a separate “deep cavern” terminal of a strong and extensive national passenger rail network. This includes that does not connect to the existing Penn Station, rail service in the regional corridors which can support a high volume of service, with Northeast Region would be insufficient to meet projected future demand. convenient connections to long-distance trains, other regional rail corridors Restriction of Amtrak trains to the existing tunnels built in 1910 will create and local rail transit (including commuter rail services). a permanent choke point that will preclude expansion of long-distance or regional rail service from points south of New York City to New England To further these goals, RUN recommends that the new trans-Hudson rail and upstate New York. The current NJT plan will also divert many NJT riders tunnels proposed by New Jersey Transit (NJT) be routed to the existing from the existing Penn Station to a less safe and far less convenient location, Penn Station, and not to a separate, stub-end NJT-only terminal planned and eliminate the convenient connectivity to Amtrak that they now enjoy. for a location twenty stories below Manhattan’s 34th Street. The “Access The current NJT plan also precludes future expansion to the East Side of to the Region’s Core” (ARC) Project originally proposed new tunnels that Manhattan, due to the New York water tunnel, which would be in the way. would connect into the existing Penn Station and eventually add a track The water tunnel has already caused the elimination of tail tracks for the connection to on Manhattan’s East Side. RUN planned stub-end terminal. RUN calls for any new rail tunnel to be built with endorses this idea and recommends its implementation. the ability to eventually take Amtrak and NJT riders to the East Side, as well as the West Side, of Manhattan. Since the current plan cannot provide such Along with routing any new trackage to the existing Penn Station, an access unless New York consents to the abandonment of its water tunnel, interagency task force comprising representatives from Amtrak, New RUN objects to the current NJT plan. Jersey Transit and New York’s Metropolitan Transportation Authority should also be established to plan and build a rail connection between the RUN also expresses its concern about the cost of building the proposed existing Penn Station and Grand Central Terminal. This would permit “deep cavern” terminal, and believes that the $3 billion required to both Amtrak and commuter rail services to reach both sides of Midtown construct this facility alone could be better spent on other rail projects in Manhattan. New Jersey, New York and elsewhere in the region.

RUN also recommends that Amtrak, New Jersey Transit, the Long Island Many other rail advocacy organizations and individual passenger rail Rail Road and the Metro North Railroad should coordinate planning and advocates, in the region and elsewhere in the nation, have called for NJT to operational efforts to increase efficiency by establishing through-running build only new rail tunnels that would connect to the existing Penn Station, of trains to the greatest extent possible. rather than to construct an NJT-only stub-end terminal without such a connection. RUN agrees with them. Routing new tracks into the existing Penn Station will assure redundancy Therefore, RUN recommends that New Jersey Transit and Amtrak should and operational flexibility for Amtrak and NJT. It will also allow convenient put “Penn Station First” by assuring that any new trans-Hudson rail tunnel connections between Amtrak and NJT trains for customers of both be routed to the existing Penn Station and be available to both Amtrak and railroads. This plan also provides needed capacity, if either or both of the NJT. No facility that lacks access to the existing Penn Station, including the existing tracks (built in 1910) should be taken out of service for any reason. proposed deep-cavern terminal to be located 175 feet below 34th Street, NJT plans called for the proposed new tunnels to connect into the existing should be built under any circumstances. Penn Station until that feature was removed in June, 2008. Therefore, the connection recommended here is feasible. This Statement was adopted by the RUN Board of Directors on August 29, 2009. RAIL USERS’ NETWORK NEWSLETTER Page 9 of 12 The ‘New Normal’ in Rail Funding

(Continued from page 4) already in public ownership. Would it this will be a “magic bullet” to fund all not be logical for a single railroad—say, transportation capital needs. improvements for its state-supported the UP—to manage the entire corridor, So, multiple sources of funding and Amtrak trains. At St. Louis, UP freight under contract for the public entity that investment will likely be required. In trains will access the rebuilt and double- would own Chicago-Joliet, so that the addition to stimulus grants, some of the tracked Alton for a fast ride to Elwood, entire corridor has single dispatching, options include: just south of Joliet, where the railroad management and maintenance all the and its developer are building a logistics way from Chicago to St. Louis and on to 1. Tax-exempt municipal park similar to the highly successful one Kansas City? financing BNSF opened nearby eight years ago. It Has been used effectively for passenger will take $2 billion to $3 billion of capital CREATE rail rolling stock acquisition. Allows for to complete the infrastructure upgrades Even if Illinois receives its TIGER Fund long-term (25-year) financing, creative for both the freight and passenger trains, grant request of $323 million from the lease structuring (backloaded/skipped and stimulus grant monies can pay for a Secretary’s $1.5-billion special-project payments, etc.) Could be used for substantial amount. fund, together with the $150 million in infrastructure owned by the lessee/ That money, however, will cover only the Illinois capital bill, and with the CN borrower. Could be secured by creating the improvements between St. Louis no longer needing the full buildout of the and using a dedicated revenue stream of and the new logistics park at Elwood. Central Corridor due to its acquisition surcharges collected from end users. To make the entire 284-mile route work of the EJ&E, the expanded price tag for as a high-speed passenger railroad will a full buildout of CREATE (the Chicago 2. RRIF Financing require improvements on the 38-mile Region Environmental and Transportation Low-interest, long-term financing from Joliet-Chicago segment. How will that be Efficiency program)—one that builds Uncle Sam for infrastructure, facilities and accomplished, and who will pay for it? the necessary flyovers and other projects rolling stock. Available to both government needed for an unimpeded Chicago-Joliet entities and railroads. Now that the Canadian National has commuter and intercity passenger rail acquired the Elgin, Joliet & Eastern to corridor—is well beyond the current 3. Recovery Zone Facility Bonds get its freight trains around Chicago, availability of public funds. It will and Recovery Zone Economic its Chicago-Joliet portion of the old likely require substantial private-sector Development Bonds Alton Route will be left with little financing for completion. Permits state and local governments to freight activity. Passenger trains will well issue bonds to finance certain depreciable outnumber freight trains as the number For full implementation of both passenger property and economic development. of daily Amtrak round trips sponsored and freight upgrades, additional capital by IDOT rises from four to eight and in substantial amounts will be required 4. Build America Bonds Metra expands its operation beyond for intercity and commuter rolling stock, These are taxable securities that states today’s three weekday-only round trips. stations and platforms, servicing and and municipalities can sell, that pay 1 Amtrak’s Texas Eagle adds a ninth maintenance facilities. percentage point more in interest that daily Chicago-St. Louis round trip, corporate debt on average. The federal making Chicago-Joliet almost an entirely For the big picture of transportation government pays borrowers 35 percent passenger corridor. capital needs, the December 2007 report of the interest cost if they issue taxable of the National Surface Transportation debt for capital; projects. This dampens Would it not be best if this trackage Policy and Revenue Study Commission the appeal of tax-exempt financing as it (from south of Union Station to Joliet) identified as much as $286 billion in represents cheaper money. were placed in the public domain? Who capital investment needed through 2020 might own it: Metra, Amtrak, IDOT? If for passenger and freight rail, transit and Regardless of which mechanisms are it were publicly owned, would it not be highway spending. The “gap” between the used, the entry of the federal government easier to secure both private and public capital required and projected sustainable into the financing of passenger-rail funds for its upgrading? Improvements revenue is as much as $200 billion. To pay infrastructure is a watershed event that made to private railroads with tax-exempt for that “gap” out of the Motor Fuel Tax will not just change—but will recalibrate financing are difficult to collateralize, would require $1.02 per gallon additional and rebalance the American surface- while public funds like those available tax (in constant 2007 dollars). But in a transportation system for good. It’s not just from the Federal Transit Administration spending (and potential taxing) frenzy of that American travel and shipping habits for infrastructure improvements and late, there has been no public discussion will change. Even more important, the expansions are easily applied to properties of raising the gas tax. So it is unlikely that (Continued on page 10) RAILRAIL USERS’USERS’ NETWORKNETWORK NEWSLETTERNEWSLETTER PagePage 1010 ofof 1212 Change Must Come to Transit Spending

(Continued from page 9) The paper then explained that to fill this That means that a passenger-railroad information gap, TxDOT had developed project built on the property of a freight way we raise, spend and account for our an Asset Value Index that would enable railroad will be unable to attain the transportation dollars is going to change. state highway planners to understand subsidy levels we have permitted to how much of a road’s lifetime expenses exist in our road-financing system. No And that’s good. Because we need to would be paid for by the gas taxes. railroad would ever tolerate a .16 return change the way we’ve been spending our on its infrastructure investment. In fact, transportation dollars. To their shock, the TxDOT people during the 1960s the railroads closed found that the gas taxes came nowhere or abandoned thousands of miles of The idea of a public-private partnership near paying the costs of any the state’s infrastructure strictly because they could in which the “private” partners are highways. not earn back their costs. U.S. railroads offers Americans an unprecedented opportunity to make Let me quote again: “For example, in So what government investment in carefully targeted, cost-effective additions Houston, the 15 miles of State Highway privately owned railroads really means is to both their mobility as travelers and 99 from I-10 to U.S. 290 will cost $1 that for the first time in history, American their logistical efficiency as shippers. billion to build and maintain over its travelers and taxpayers are going to get lifetime, while only generating $162 honest accounting of their travel costs. Let me explain what I mean by million in gas taxes.” Quoting further: “unprecedented,” and particularly what I “That gives a tax-gap ratio of .16, Government will, of course, continue mean by “cost-effective.” which means the real gas tax rate people to subsidize the capital and operating would need to pay on this segment of costs of passenger trains, and those About 18 months ago—in March 2008— road to completely pay for it would be contributions will rise as the system the Texas Department of Transportation $2.22 per gallon.” expands and ridership grows. committed an embarrassing faux pas when it briefly published on its Web site a You can understand why TxDOT shortly But because of the transparency document that most taxpayers had never afterward took this document down inherent in railroad accounting, the seen and which most taxpayers are never from its Web site and failed to respond excesses we have permitted in our supposed to see. It was a short paper— when my office asked for a copy of it. highway accounting and financing are less than two pages—titled, “Do Roads Eventually, we were able to get it from a unlikely—I would say “very unlikely”— Pay for Themselves?” rail advocate who had saved it when it to develop in rail. It will be very difficult first briefly appeared. for public officials to fool the taxpayers TxDOT didn’t really want to issue this about the cost of their railroad document. It had to, because its highway- Now, I bring this embarrassing transportation. maintenance costs were running wild disclosure up in order to demonstrate and the governor wanted to shift over to something that so far seems to have This transparency, and its utility as a a toll-road system. Toll roads are wildly gone unappreciated: Because most of cost-control tool, is an attribute of public- unpopular, and TxDOT understood the ARRA money for passenger-rail private partnerships that has seldom been that motorists would never accept tolling infrastructure improvements is going to mentioned but may prove to be the most unless the state disclosed to them what end up as assets owned by the railroads, important part of the whole concept. roads really cost, how little of that cost is it is going to be accounted for with a actually covered by the Motor Fuel Tax, stringency and credibility that has never I believe that transparency will give U.S. and how much of the state’s highway existed in our government-financed travelers something they have had very expenses were actually coming from highway system. little of since the dawn of the highway taxpayer subsidies. age: honest transportation pricing in a Because railroads in the U.S. are a government-financed product. I think the So TxDOT let the cat out of the bag. It private business and must disclose to American people are going to welcome opened with a startling admission that their shareholders as well to government this new way of financing mobility, and “Until recently, when TxDOT built the capital and operating revenues they I believe they’re going to reward it with or expanded a road, no methodology dedicate to infrastructure, concealment their patronage. existed to determine the extent to which of costs such as that disclosed in this work would be paid off through the Texas highway program will be James E. Coston is Chairman of Corridor revenues.” impossible. Capital, LLC. RAILRAIL USERS’USERS’ NETWORKNETWORK NEWSLETTERNEWSLETTER PagePage 1111 ofof 1212 New York Plans Rail Upgrades

State Hopes High Speed Rail Funding via FRA Will Finance New Tracks Through Albany, New Stations for Niagara Falls, Schenectady

By Gary Prophet delays with freight trains and would allow mph speeds over this slow, 23-mile rail passenger trains to operate at speeds of segment. New York State is planning for many rail 110 mph. Additional crossovers and some upgrades, hopefully to be funded by the signal improvements on CSX across New Station replacements are envisioned at FRA under the $8-billion Stimulus funds York State would also improve passenger Niagara Falls, NY and at Schenectady. for High Speed Rail. Of most importance rail service with the goal of four hours’ Amtrak may also move its Manhattan are projects to build another track Albany-Buffalo travel time. station across the street to the historic through the Albany-Rensselaer Station Farley Post Office building, but it would and to build a second track between the Other track and signal improvements still be interconnected with the existing Albany-Rensselaer and Schenectady between Poughkeepsie and Albany Penn Station, as the same tracks/platforms stations. could reduce Albany-New York City would be used as are used today. travel time to two hours. Track and Portions of a third track along the CSX signal improvements along the Buffalo to Gary Prophet is Vice President of the Empire right-of-way between Utica and Buffalo Niagara Falls segment would eliminate State Passengers Association and a RUN board are also planned, which would reduce many slow orders and result in 60- to 70- member. LIRR Celebrates 175th Anniversary With Special Excursion Train

By David Peter Alan It was chartered on April 24, 1834, and it museum, a history museum, a miniature reached Greenport 10 years later. During railroad, a ferry to nearby Shelter Island, The Long Island Rail Road (LIRR) the 1840s, it was part of a new “fast” route several well-known seafood restaurants celebrated its 175th anniversary with a to Boston, which required eight hours of and several other attractions. special excursion train to Greenport on July travel time. Travelers would take a ferry 25. In a move that harkened back to the from Manhattan to Brooklyn (then an The trip was a success and railroad “golden age” of railroading, the railroad independent city) and catch the train to managers and riders alike were pleased ran a special train on its historic Main Greenport. There they would connect with a with their special day. Michael Charles, Line to Greenport. The train originated steamer to Stonington (the easternmost town Media Relations Manager for the railroad at Jamaica (passengers from Brooklyn and in Connecticut) and make the last leg of the said: “People were friendly and they Penn Station, New York took connecting trip on a part of the line currently used by enjoyed themselves. We had a nice, full trains to get there), stopped for 90 minutes Amtrak. The same trip can be made today day and the weather cooperated.” He at the Railroad Museum of Long Island by taking a local bus from Greenport to was also pleased with the turnout for in Riverhead and proceeded to the end of Orient Point and the ferry to New London. the railroad’s special train. Members of the line at Greenport. Riders had almost Making all connections, the trip still takes the LI Sunrise Chapter of the National five hours to enjoy the town, while the about eight hours. The route was rendered Railway Historical Society acted as excursion train set parked there. Two- obsolete when the Shore Line Route (used by guides for the trip. One of them, Samuel hundred-and-thirty-nine persons were on Amtrak trains today) was completed in 1850. Berliner III, said he was looking forward board for the trip, including rail fans, New to another special excursion to celebrate York City residents and some railroad Everyone on the train had about five the railroad’s 200th anniversary in 2034. officials, all of whom wanted to enjoy a trip hours to explore Greenport and enjoy the “I’ll be 101 then, and I expect to be on that was different. historic houses and commercial buildings board for it,” he said. in the downtown area. The town also The LIRR is the oldest American railroad features the other location of the Railroad David Peter Alan is Chair of the Lackawanna still operating under its original name. Museum of Long Island, a maritime Coalition and a RUN board member. 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

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