DEPARTMENT of TRANSPORTATION ANNOUNCES PLANS for SCHENECTADY RAIL STATION Project to Be Bid in January, Construction Set to Start in Spring
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High Speed Rail Empire Corridor Tier 1 Draft Environmental Impact
Chapter 1 – Introduction and Purpose and Need Tier 1 Draft EIS 1. Introduction and Purpose and Need 1.1. Introduction The Federal Railroad Administration (FRA) and the New York State Department of Transportation (NYSDOT) are preparing a tiered Environmental Impact Statement (EIS) to evaluate proposed system improvements to intercity passenger rail services along the 463-mile Empire Corridor, connecting Pennsylvania (Penn) Station in New York City with Niagara Falls Station in Niagara Falls, New York (refer to Exhibit 1-1). In April of 2010, NYSDOT received a $1 million grant from FRA to conduct analyses of potential Empire Corridor improvements, including preparation of a Service Development Plan, Tiered EIS, and other necessary studies.1 In addition, Federal Highway Administration (FHWA) contributed $1.8 million to the Tier 1 EIS preparation, and New York State provided matching funds in the amount of $3.5 million (New York State rail funds). The Empire Corridor connects New York City with the largest cities in New York State, extending north through Yonkers and Poughkeepsie, and turning west at Albany to extend through Schenectady, Utica, Syracuse, Rochester, Buffalo, and terminating at Niagara Falls. The Empire Corridor consists of three main segments: • Empire Corridor South, extending 142 miles north from Penn Station to just north of Albany- Rensselaer Station; • Empire Corridor West, extending 294 miles west from approximately one mile north of the Albany-Rensselaer Station to just east of the Buffalo-Exchange Street Station; and the • Niagara Branch, extending 27 miles west from a point located just east of Buffalo-Exchange Street Station to Niagara Falls. -
RUN Newsletter Fall 2015V5.Indd
NEWSLETTER Fall 2015 Vol. 12, Issue 4 Save the Date for RUN’s Annual Meeting / Public Forum! Individual By Richard Rudolph, Ph.D. plans for the future. In keeping The afternoon program Highlights Chair, Rail Users’ Network with our shared vision and past will take place between 1:30 precedents, time will be set p.m. and 4:30 p.m. It will Please join us at the Rail Users’ aside so that attendees can share include a brief RUN annual We Can’t Handle It, Network’s Annual Meeting / their ideas about how transit meeting and several featured Public Forum taking place at the and passenger rail services can speakers including: Joseph You Can’t Get There Greater Cleveland’s Regional be improved. Calabrese, Chief Executive p. 2 Transit Authority (GCRTA) Officer, Cleveland Regional headquarters at 1240 W. 6th St. The morning program will Transportation Authority; Don NJ Transit Hikes Fares, on Saturday, Sept. 26, 2015. begin at the Tower City Rapid Hill, Chair / Steve Albro, Vice Cuts Service p. 3 Rail Station. We will meet in Chair, RTA Citizen Advisory This event, which is free the Rapid train lobby at 7:30 Board; Ken Prendergast, and open to the public, will a.m. and then take the 7:37 Executive Director, All Aboard Bi-Levels for Midwest, provide an opportunity to a.m. train to the Central Rail Ohio; and Mike Murphy, Senior CA Will Be Late p. 4 learn more about RUN’s Facility and the newly built Vice President and General history and current activities, Little Italy Station via the Red Manager of Amtrak Long Glimmers of Light in the role that the local Citizen Line and eastbound on the Distance Services. -
NYS Senate HSR Task
January 4, 2006 Dear Senator Bruno and Task Force Members, On June 29, 2005, we were challenged to “develop an adequate high speed rail system that can effectively move people and products between cities in New York State and the nation’s economic centers in order to grow businesses and create jobs and opportunities.” The action plan was to be completed in six months or less. While the task was formidable, the potential rewards were compelling and in the public interest. The accompaniment of our report with this letter is the result of a collaborative effort between private sector and public officials. Working from temporary offices at the Albany-Rensselaer Railroad Station, the group drew expertise from many transportation professionals as well as a cross section of railroad officials. This team of industry experts spent many productive hours examining existing conditions, agreements, and overall governance to determine options for both short- and long-term improvement to New York State’s rail system. I am proud of the enthusiasm, professionalism, and commitment of this group and on their behalf I thank you for your confidence. We are available for further discussion or follow through on implementation of our recommendations. Sincerely, John C. Egan Executive Director New York State Senate High Speed Rail Task Force Intentionally blank Empire Corridor Action Program Summary Program A B C D E Total Phase 2006 2009 2013 2013 2015 Improvements and Benefits NYC to • Initial • Additional • New • 3 non-stop • Double 46% Albany Express Express -
Schenectady DRI Application Was Held on May 23, 2019
REDC Region Capital Region Municipality Name City of Schenectady Downtown Name Downtown Schenectady County Name Schenectady Applicant Contact Schenectady Metroplex Ray Gillen, Chairman Email [email protected] Secondary Contact Jayme Lahut, Executive Director Contact Email [email protected] Schenectady is ready for the DRI. Our community works together to get results. In 2004, Schenectady was fading after the loss of 40,000 industrial jobs. Our downtown was arguably the most distressed in New York State. The fiscal situation was perilous. Today, fifteen years later, we have learned how to work together to produce impressive results. Our unified approach to economic development has resulted in new investments and new jobs that have turned around the city’s fortunes. From worst to first we like to say. We went from a negative financial outlook to solid bond ratings and four straight tax cuts. From an empty downtown to an urban center that is filled with jobs and life again. From a dead zone where a 60-acre abandoned factory site sat dormant for 50 years to a vibrant waterfront destination that is now the most visited place in the Capital Region. The vision for DRI Schenectady is to tie together our rebounding downtown with our new waterfront creating a dynamic 24/7 destination for businesses and visitors. We look forward to working with the Capital Regional Development Council to make this vision a reality. DRI planning and implementation resources are very much needed to complete the redevelopment of downtown Schenectady. A DRI investment will put our community on a firm, solid path toward a diversified economy with a strong 24/7 downtown. -
Real Estate and Newspaper Articles
CHAMPLAIN HUDSON POWER EXPRESS, INC. - Case No. 10-T-0139 Appendix E: Real Estate Options and Agreements Property Owner Town Description Recording Number Robert G. St Armour Putnam Permanent Easement Washington County: L.3922, P.80 Cranesville Aggregate Companies, Inc. Glenville Permanent Easement Schenectady County: L.1979, P.126 Scotia Industrial Park, Inc. Glenville Permanent Easement Schenectady County: L. 2014, P.37 Catherine L. Burgess Bethlehem Permanent Easement Albany County: Instrument # R2018-12827 Samuel R. Creech Catskill Permanent Easement Green County: Instrument # D2018-2569 Easy Street Builders, Inc. Catskill Permanent Easement Green County: Instrument #D2019-1296 Tilcon, Inc. Stony Point Permanent Easement Rockland County: Instrument #2018-00027760 Isabella Rose Realty, LLC Clarkstown Permanent Easement Rockland County: Instrument # 2019-00011442 Palisades Interstate Park Commission Clarkstown Letter of Intent Letter Dated: August 08, 2019 1 CHAMPLAIN HUDSON POWER EXPRESS, INC. - Case No. 10-T-0139 Appendix F: Newspaper Articles Schenectady Preferred Alternative 1. The Daily Gazette, Bridge Project to close busy City Street, December 30, 2016 2. The Daily Gazette, New train station opens in Schenectady, October 17, 2018 3. The Daily Gazette, The continuing evolution of Erie Boulevard, April 14, 2018 Rockland County Preferred Alternative 4. CSX Press Release, Capacity Project Announced on Premier River Line, January 21, 2013 5. Wall Street Journal, Power Lines Drawn, June 18, 2012 6. Rockland County Times, Public Hearing on Champlain Hudson Power Express Held in Stony Point, November 21, 2013 7. Patch, David vs Goliath – Champlain Hudson Power Express: A Bad Idea, November 21, 2013 2 Bridge project to close busy city street Effort will close Nott Street for a month The Daily Gazette | December 30, 2016 CP Rail will replace its Nott Street bridge over the next month, a project that will close a busy section of Nott Street where it merges with Erie Boulevard. -
2010 NEC Infrastructure Master Plan
[THIS PAGE INTENTIONALLY LEFT BLANK] March 24, 2010 Thomas Carper Joseph H. Boardman Chairman of the Board President and Chief Executive Officer National Railroad Passenger Corporation National Railroad Passenger Corporation 60 Massachusetts Avenue, N.E. 60 Massachusetts Avenue, N.E. Washington, DC 20002 Washington, DC 20002 Dear Messrs. Carper and Boardman: As members of the Amtrak Northeast Corridor (NEC) Infrastructure Master Plan Policy Group, the twelve northeast states and the District of Columbia have worked cooperatively and collaboratively with Amtrak and the Federal Railroad Administration (FRA) to develop and review the Amtrak Northeast Corridor Railroad Infrastructure Master Plan (Master Plan). Started in 2007 and refined over three years, the Master Plan is a first. It is the first passenger rail infrastructure plan to incorporate a regional, corridor-wide perspective of the NEC Main Line and all its feeder lines. It is the first planning process to involve all the northeast states and the District of Columbia with Amtrak. It is the first to consider the plans and infrastructure needs of all the NEC users – intercity, commuter and freight. This foundational document identifies an initial baseline of infrastructure improve ments needed to maintain the current NEC system in a state of good repair; integrate intercity, commuter and freight service plans; and move the NEC forward to meet the expanded service, reliability, frequency, and trip time improvements that are envisioned by the northeast states and the District. Therefore, we are pleased to endorse the collaborative planning process and Amtrak’s Infrastructure Master Plan Final Report. The Master Plan is the first in a series of planning activities that must be undertaken if an expanded NEC – as part of an integrated, intermodal regional transportation system – is to support future economic growth and environmental and energy goals. -
Amtrak Overview
Amtrak Overview Empire State Passengers Association March 9, 2019 Fiscal Year 2018 Highlights • Amtrak posted record GAAP (Generally Accepted Accounting Principles) revenue of $3.4 billion, an increase of 2.5 percent over FY 2017; adjusted operating earnings of ($170.6 million) were the best to date and an 11.9 percent improvement over the prior year. Capital investment of $1.46 billion was the highest in recent Amtrak history. • Began implementation of a Safety Management System (SMS), a proactive, data‐ driven safety program used in many complex industries including aviation. Amtrak was the first major U.S. railroad to deploy SMS. • Invested more than $51 million on Americans with Disabilities Act‐related design and construction improvement projects at more than 100 locations nationwide. • Improved the reliability and performance of infrastructure by completing the FY 2018 New York Penn Station renewal work on time and budget and by completing an overhaul of the Spuyten Duyvil Bridge linking Manhattan and mainland New York (via the Bronx). 3 Types of Amtrak Services . Northeast Corridor (NEC) • 457 miles • Washington‐New York‐Boston • 12.1 million riders in FY18 Northeast Corridor . Long Distance • 15 routes • Up to 2,438 miles • 4.51 million riders in FY18 Long Distance . State‐Supported • 29 routes • 19 partner states • Up to 750 miles • 15.08 million riders in FY18 (+4%) State Supported Ridership 33 30 Millions 27 24 21 18 15 12 9 Ridership has 6 grown by almost 3 50% since 1998 0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 -
Chapter 2 – Existing Transportation Conditions and Major Markets Tier 1 Draft EIS
Chapter 2 – Existing Transportation Conditions and Major Markets Tier 1 Draft EIS 2. Existing Transportation Conditions and Major Markets Section 2.1 presents an overview and route description of the existing Empire Corridor rail system. Section 2.2 describes the importance of the Empire Corridor to major markets, including the existing regional transportation market. Section 2.3 describes the linkages of the Empire Corridor to other rail routes. Sections 2.4 through 2.9 present the existing conditions of the Empire Corridor freight and passenger rail service relative to current rail operations, infrastructure, deficiencies, and safety considerations. 2.1. Empire Corridor Rail System 2.1.1. Railroad Ownership Exhibit 2-1 illustrates track ownership on the Empire Corridor. Amtrak owns, maintains, and dispatches the southernmost 20 miles of track on Empire Corridor South (west side line of former New York Central Railroad), from Penn Station to the Spuyten Duyvil Bridge that spans the Harlem River at the northern tip of Manhattan. Metro-North leases the track22 along the east side of the Hudson River, from the Spuyten Duyvil Bridge to Poughkeepsie, for its Hudson Line service with responsibility for maintenance and dispatching. With the exception of one short (6.8-mile) segment owned by Amtrak west of the Schenectady Station, located between the station and Hoffmans, CSXT is the owner of the Empire Corridor West rail infrastructure from Poughkeepsie to Niagara Falls. This CSXT corridor comprises the Hudson Subdivision (Poughkeepsie north to Albany-Rensselaer and west to Hoffmans); Selkirk Subdivision (Hoffmans to Amsterdam); Mohawk Subdivision (Amsterdam to Syracuse); Rochester Subdivision (Syracuse to Buffalo); Buffalo Terminal Subdivision in Buffalo; and Niagara Subdivision (Buffalo to Niagara Falls). -
The Capital Region of New York's
REVEST RREEVVEESSTT The Capital Region of New York's Regional Enterprise for a Vital Economy and Sustainable Transportation (REVEST) 2nd Edition March 2000 page 0 REVEST The Capital Region of New York's Regional Enterprise for a Vital Economy and Sustainable Transportation (REVEST) Revest (re vest') vt. 1. to vest (someone) again with possession, power or office; reinvest; reinstate. 2. to vest (office, powers, etc.) again --vi. to become vested again (in); revert to a former owner or holder. (New World Dictionary of the American Language, Second College Edition.) Executive Summary For over 300 years, the Capital Region of New York has repeatedly reflected innovation and national leadership in transportation. Its economic stature and prospects have been directly related to this role. In response to current challenges facing the region, the region has revested itself in its leadership role. The REVEST initiative has become, in the tradition of the Erie Canal and other historic investments, a transformational enterprise for the region and a model for the nation. The REVEST initiative consists of nine coordinated elements, each with a specific role in enhancing economic health and livability in the Capital Region through investment in sustainable transportation. The nine elements reflect a uniquely complementary blend of local initiatives and regional policy. They are summarized below and located on the map on the following page. REVEST Elements Location Description Lead Total Cost Amount Party Secured 1 Rensselaer Amtrak station replacement CDTA $48.0 M $32.5M 2 Schenectady Western Gateway Transp Center City $15.5 M $6.0M 3 Saratoga Springs Amtrak station replacement CDTA $5.0 M $2.9M 4 Renss. -
NYS Senate HSR Task Force Study
January 4, 2006 Dear Senator Bruno and Task Force Members, On June 29, 2005, we were challenged to “develop an adequate high speed rail system that can effectively move people and products between cities in New York State and the nation’s economic centers in order to grow businesses and create jobs and opportunities.” The action plan was to be completed in six months or less. While the task was formidable, the potential rewards were compelling and in the public interest. The accompaniment of our report with this letter is the result of a collaborative effort between private sector and public officials. Working from temporary offices at the Albany-Rensselaer Railroad Station, the group drew expertise from many transportation professionals as well as a cross section of railroad officials. This team of industry experts spent many productive hours examining existing conditions, agreements, and overall governance to determine options for both short- and long-term improvement to New York State’s rail system. I am proud of the enthusiasm, professionalism, and commitment of this group and on their behalf I thank you for your confidence. We are available for further discussion or follow through on implementation of our recommendations. Sincerely, John C. Egan Executive Director New York State Senate High Speed Rail Task Force Intentionally blank Empire Corridor Action Program Summary Program A B C D E Total Phase 2006 2009 2013 2013 2015 Improvements and Benefits NYC to • Initial • Additional • New • 3 non-stop • Double 46% Albany Express Express -
Schenectady Station Rail Project Underway $23 Million
Schenectady Station rail project underway – $23 million modernazation July 18, 2017 - Front Section Schenectady, NY According to governor Andrew Cuomo, the demolition of Schenectady Station is underway, making room for a modern, new rail station to connect travelers to New York City, Niagara Falls and beyond. The fully accessible station has a total project cost of $23 million, supported by $17 million in state funding for construction costs and an additional $2 million in state funding for engineering services and other project costs. The project is in addition to $181 million in key rail improvement projects recently completed along the Empire Corridor in the Capital Region, easing congestion, modernizing service, shortening travel times and improving accessibility for intercity passenger rail customers traveling between New York City and Niagara Falls. Andrew Cuomo, Governor, State of New York “The new Schenectady Station will provide modern conveniences to rail travelers, support the continuing renaissance of the city’s downtown and create a new entryway to the community, helping connect it to the rest of the state,” governor Cuomo said. “This station, combined with other significant rail improvements in the area, will improve efficiency and reliability, enhancing the rail passenger experience throughout New York, and supporting our historic infrastructure investments statewide.” Work started this spring on preparing the site for the new station, including constructing the new station platform and concourse. The New York State Department of Transportation will advertise this fall for a company to construct the new station building, which is expected to open by late next year. The station project compliments three federally funded city projects that recently have made $16.5 million in improvements to Erie Blvd., including a $1.5 million project that is rehabilitating it from Union St. -
Amtrak: the Northeast Corridor Infrastructure Master Plan
[THIS PAGE INTENTIONALLY LEFT BLANK] March 24, 2010 Thomas Carper Joseph H. Boardman Chairman of the Board President and Chief Executive Officer National Railroad Passenger Corporation National Railroad Passenger Corporation 60 Massachusetts Avenue, N.E. 60 Massachusetts Avenue, N.E. Washington, DC 20002 Washington, DC 20002 Dear Messrs. Carper and Boardman: As members of the Amtrak Northeast Corridor (NEC) Infrastructure Master Plan Policy Group, the twelve northeast states and the District of Columbia have worked cooperatively and collaboratively with Amtrak and the Federal Railroad Administration (FRA) to develop and review the Amtrak Northeast Corridor Railroad Infrastructure Master Plan (Master Plan). Started in 2007 and refined over three years, the Master Plan is a first. It is the first passenger rail infrastructure plan to incorporate a regional, corridor-wide perspective of the NEC Main Line and all its feeder lines. It is the first planning process to involve all the northeast states and the District of Columbia with Amtrak. It is the first to consider the plans and infrastructure needs of all the NEC users – intercity, commuter and freight. This foundational document identifies an initial baseline of infrastructure improvements needed to maintain the current NEC system in a state of good repair; integrate intercity, commuter and freight service plans; and move the NEC forward to meet the expanded service, reliability, frequency, and trip time improvements that are envisioned by the northeast states and the District. Therefore, we are pleased to endorse the collaborative planning process and Amtrak’s Infrastructure Master Plan Final Report. The Master Plan is the first in a series of planning activities that must be undertaken if an expanded NEC – as part of an integrated, intermodal regional transportation system – is to support future economic growth and environmental and energy goals.