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There is also a video on the web site. I didn't know Port Columbus was being considered part of the 3-C? Senate Votes To Allow Gov. To Pursue Passenger Rail http://www.nbc4i.com/cmh/news/local/local_govtpolitics/article/passenger_rail_in_columbus/13969/ By Jason Mays Published: March 18, 2009 COLUMBUS, Ohio—Ohio is one step closer to connecting cities through a passenger rail service. The Ohio Senate voted to allow the governor to pursue $250 million in federal stimulus money to start the project as long as the full legislature gives its approval. The big question now is where to put the Downtown platform. The Convention Center sits where the Old Union Station used to be. Reviving that location is one idea. The Arena District is another location being considered. The city of Columbus will ultimately make the final decision. “You want to have convenience you want to be able to connect with other forms of transportation that’s an error we’ve seen in some cities,“ Stu Nicholson spokesperson of the Ohio Rail Development Commission said. Nicholson said the Ohio Rail Commission is considering stops along suburbs and maybe even one at Port Columbus. Amtrak, which will most likely operate the trains, is expected to complete a study by August to help city leaders decide where to put the train platform. The governor has said he would like the trains up and running by 2010.

Ohio Senate OKs rail plan; GOP still skeptical March 17, 2009 http://www.newarkadvocate.com/article/20090317/UPDATES01/90317033 COLUMBUS (AP) — Republicans who control the Ohio Senate will allow the state to pursue $250 million in federal stimulus funding for passenger rail service between major cities. But they want the full Legislature to approve any construction if Ohio gets the money. The Senate Highways and Transportation Committee made the stipulation Tuesday in the two-year transportation budget. The House version of the budget would only require approval from the state Controlling Board, where Democrats have a majority. The Senate version is scheduled to go to the floor Wednesday, after which the two chambers will have to work out differences. Senate Republicans are concerned about the cost of maintaining the rail system and are skeptical that enough Ohioans will use it.

CASINO FOR COLUMBUS Developer not notified about plan Condos were planned for the 18-acre parcel Saturday, March 14, 2009 3:22 AM By James Nash THE COLUMBUS DISPATCH The proposed site for central Ohio's first casino is a long-abandoned and pockmarked factory, but it's close to the thriving entertainment district surrounding Nationwide Arena. Although the casino -- costing at least $250 million and providing table games and as many as 5,000 slot machines -- would change the character of the neighborhood, its proponents did not vet the idea with the major landowner in the Arena District. Nationwide Realty Investors, which developed the hockey arena and surrounding sites, was not notified about the proposal to build a casino just west of the Huntington Park baseball field now under construction, said Tina Guegold, spokeswoman for Nationwide Realty. "Because we haven't had those discussions, we don't have a position (on the casino proposal)," she said. On Wednesday, Cleveland Cavaliers owner Dan Gilbert and Penn National Gaming Co. joined forces to propose casinos in Columbus, Cleveland, Cincinnati and Toledo. Penn National, a casino and racetrack operator based in Pennsylvania, would develop the Columbus site. Read more at http://www.dispatch.com/live/content/local_news/stories/2009/03/14/CASINOSITE.ART_ART_03-14-09_A1_4HD7RR6.html?sid=101

This is a prime example of why lobbyists and special interests should not be setting transportation policy. Rail system would be another drain on state budget Saturday, March 14, 2009 2:56 AM The Strickland administration has introduced a transportation budget that proposes a new transportation alternative, intercity passenger rail, for the state. Earlier in his administration, Gov. Ted Strickland announced that Amtrak would perform a study to examine the viability of a passenger-rail line connecting Cleveland, Columbus and Cincinnati. Even before that report's findings are issued, the legislature is being pressed to evaluate an expensive, long-term commitment on the part of the state. We do have another source, however, from which to draw information. In July 2007, the Ohio Rail Development Commission issued a report titled "The Ohio & Lake Erie Regional Rail Ohio Hub Study." The study indicates total cost to build the conventional-speed (not the high-speed) rail scenario in the 3-C corridor is $661 million in 2002 dollars. Given the inflation we've seen in the past seven years, cost to construct today would be more than $1 billion. The study found that only 1.95 percent of the trips made between the cities will use passenger rail and, with a conventional-speed train, travel time would be greater when compared with a trip by automobile. If you don't travel that corridor, tough luck. No matter where you live in Ohio you'll get to pay for passenger rail, because, as the director of the Ohio Department of Transportation stated in budget testimony, ongoing operation of the service would have to be subsidized because it will never pay for itself at the fare box. We are all familiar with the age-old debate over Amtrak and how heavily it is subsidized by the federal budget. In effect, the state of Ohio now wants to build its own version. We're going to get Ohio-trak and all of the budget problems that it entails. Every year, the state will have to come up with more money to subsidize the passenger-rail system. Meanwhile, the condition of the highway system will continue to deteriorate as money generated by highway users will be funneled into passenger rail. As with any vision that brings new services to people, there are positive aspects to passenger rail. If there would be significant ridership, there would be environmental enhancements. However, ridership projections do not support receiving these potential benefits. Initial construction, ongoing operations and spin-off opportunities will support jobs, but one would be hard-pressed to make the argument that the number of jobs created by passenger rail would be more numerous than those afforded through other wise investments of the same amount of money. Other countries such as China are moving aggressively forward with passenger rail. Creation of our interstate highway system required similar vision. In both instances, the vision is and was based on a national perspective. If passenger rail is a high priority for the Obama administration, then the planning and funding for passenger rail should be developed from that perspective. To throw $8 billion out to all the states in the economic-stimulus package without a national plan and priority means none will be successful at making passenger rail work. If the $8 billion were systematically used to make entire sections operational and integrally linked for a continuous system, the financial outcomes would be much more favorable. The planning for passenger rail should not be a state or even regional decision. So why would the residents of Ohio want to spend more than $1 billion for Ohio-trak, a system for very few riders that does not get them to their destination quicker, with an operating cost that they will have to cover in perpetuity from already-scarce state funds? We wouldn't make that kind of investment in our personal lives. Why should the state do it? Given our state's already strapped financial position, I believe the vast majority of us do not want to introduce yet another large drain on the budget. For those who agree, we need to let our legislators know. Confronted with the will of the people, armed with the facts, our elected officials will have to take heed before indenturing taxpayers to such a scheme. CHRIS RUNYAN President Ohio Contractors Association Columbus http://www.dispatch.com/live/content/editorials/stories/2009/03/14/Runyan_SAT_MUST_ART_03-14-09_A13_EVD7BRU.html?sid=101

'Amtrak Joe' is Tired of Defending Amtrak, Announces $1.3 Billion in Stimulus Funds for Nation's Rail Services March 13, 2009 2:03 PM http://blogs.abcnews.com/politicalpunch/2009/03/amtrak-joe-is-t.html ABC News' Karen Travers reports: Vice President Biden, perhaps the nation’s most famous Amtrak passenger, announced today that Amtrak will receive $1.3 billion in stimulus money to expand passenger rail capacity. Full story at the link above:

Mayors, Other Local Officials Voice Support for Passenger Rail Service in Ohio Columbus, Ohio- Several Ohio mayors and local officials today announced their support for restoring passenger rail service in Ohio. Governor Ted Strickland announced in his 2009 State of the State address that he would work to restore passenger rail service in Ohio through the 3-C Corridor (Cincinnati, Dayton, Columbus and Cleveland) for the first time since 1971. The officials, listed below, represent major metropolitan areas as well as smaller communities that would be affected by 3-C Corridor start-up service or future high-speed rail expansion in Ohio. The Ohio Rail Development Commission (ORDC) is seeking the General Assembly's support in order to send a strong signal to the federal government that Ohio is serious about competing for $9 billion in federal stimulus resources specifically targeted toward rail investments. A list of endorsements from officials across the state, as well as additional information on passenger rail in Ohio, is included below: Cincinnati Mayor Mark Mallory Cleveland Mayor Frank Jackson Columbus Mayor Mike Coleman Dayton Mayor Rhine McLin Lima Mayor David Berger Springfield Mayor Warren Copeland Cincinnati City Council Cleveland City Council Columbus City Council President Michael Mentel Delaware City Council Delaware Mayor Windell Wheeler And the commissioners of Cuyahoga, Franklin, Hamilton and Montgomery counties Additional Information on Ohio Passenger Rail Service Trains running along the 3-C Corridor will use existing rail lines. It will cost an estimated $250 million in federal stimulus resources to begin operation. ODOT and ORDC estimate a cost of $10 million a year to operate the 3-C Corridor. $10 million a year represents just a fraction (0.13%) of the state's $7.6 billion biennial transportation budget. An estimated 4,000-6,000 jobs will be created for the construction of the 3-C Corridor. Another 10,000 positions will be generated in and around the stations, through office, retail and other service-related positions. The 3-C Corridor will reach 5.9 million Ohioans, nearly 60 percent of our population, who live within 15 miles of the rail line. According to the Bureau of Motor Vehicles, 8.6 percent of Ohioans do not drive, due to physical limitations or financial reasons. http://www.dot.state.oh.us/news/Pages/Mayors,OtherLocalOfficialsVoiceSupportforPassengerRailServiceinOhio.aspx

^No arguments that the budget is historically conservative for those reasons you stated. However, it is also important to note why the 09-11 shortfall was decreased from $1.1B to $274M: 1)there was a carryover from previous years that is not projected to be sustained and 2)the schedule for Major New projects was altered. These projects did not go away and will still need to be constructed as per the legislature before any Tier II or "new" projects are constructed. They are just getting more expensive to construct. I also go back to an earlier statement about the solvency of the Highway Trust Fund - the HTF was running short on funds prior to the economic downturn and has only worsened (less VMT = less gas tax money). There was always an optimism with the reauthorization bill because of the new funding, but from the talks I have heard this optimism is not there because of the issue with the HTF. Time will tell... I do think this reauthorization will be a stark difference in priorities from the previous bills. I think the recent statements by the administration (federal and state) have shown that more emphasis will be placed on rail and transit. Projects such as the 3-C, streetcars, light rail, etc should see more attention. The stimulus bill gives credence to these thoughts, but it will be interesting to see how the issue of funding is dealt with at federal and state levels.

The main issue with going through TRAC is that TRAC is broke. The current Tier I projects are being pushed back to meet budget constraints and with each delay the cost of these projects increase. The administration also sees the possibility of stimulus funds for the 3-C project (i.e. no local match (state funds) are required). Hence, the reason for pushing it through this way instead of the TRAC process. There is a misconception that the TRAC is "broke," as ODOT is 1) still doing hundreds of millions a year in major capacity projects, and 2) the stimulus funding (especially for rail) only adds to the TRAC/ODOT financial picture. Plus there is a reauthorization bill on the horizon, and it is a good bet that there will be more rail program funding in that bill. But KJP makes an interesting point that there are other entities that can apply for these rail funds. Ultimately though, doesn't the General Assembly have to appropriate operating funds? I'd say it is more than a misconception. The link below is a financial presentation about ODOT revenues and expenditures for the upcoming years (thru 2015). At the bottom of slide 34 of 39 you will see the Major New program "zeroes" out in 2011. This is just a forecasting and could change, the point is that as recently as 2005-06, ODOT was spending $600-$800 million on Major New (TRAC) projects. This level of spending has receded rapidly and looks like that trend will continue. One thing about the Reauthorization, the feds can pass as large a spending as they wish, but if the state is limited in their matching funds, ODOT will be not be able to take advantage of the larger reauthorization bill. I agree in that I expect this reauthorization bill to have more emphasis on transit and rail - this was evident in the stimulus bill. The issue of the solvency Highway Trust Fund still exists.

^Certainly there is a way around the state assembly for capital/start up funds, but I thought a portion of the operating/maintenance costs would have to come from the state(s). I could be way wrong, but at some point the state of Ohio would have to pay a portion of operating costs. CMAQ funds almost always carry a mandatory match (20 percent typically) from the local agency, which is why the stimulus funding is such a hot ticket in that no local match is required.

The main issue with going through TRAC is that TRAC is broke. The current Tier I projects are being pushed back to meet budget constraints and with each delay the cost of these projects increase. The administration also sees the possibility of stimulus funds for the 3-C project (i.e. no local match (state funds) are required). Hence, the reason for pushing it through this way instead of the TRAC process.

I figured that would be the reason, but don't we partner with other states on highway studies (i.e. Brent Spence Bridge, or any other Ohio River Crossing)? I guess my issue with doing an economic study on a Col-Toledo line is that you will miss two of the biggest economic generators - Detroit Metro and Detroit CBD and the study would not show as "good" as numbers as it should.

^I don't have an issue with studying the Columbus-Toledo line, but why not extend it to Detroit? IMO, what makes this line attractive is connecting to Detroit Metro Airport and Detroit CBD. Maybe going a step further, why not study the economic impacts of the corridor that is already under state control (Col-Pitt)?

White House weighs high-speed rail investment http://uk.reuters.com/article/usPoliticsNews/idUKTRE51H7YH20090218?sp=true WASHINGTON (Reuters) - The Obama administration is seriously considering an effort to develop high speed passenger rail service, an initiative long on planning but unrealized nationally because of financial and logistical hurdles and insufficient political backing. Transportation Secretary Ray LaHood on Wednesday said his agency has submitted a report to the White House outlining at least six corridors for possible service as well as cost and timeline estimates. "This is going to be President Obama's, I believe, top transportation priority," LaHood told reporters. "They asked us to give them as much information as we could." ..........

Mansfield official urges Jordan toward rail By LINDA MARTZ • News Journal • February 18, 2009 MANSFIELD — A group of regional officials hopes to get U.S. Rep. Jim Jordan on board supporting a high speed rail system for Ohio. Read more at: http://www.mansfieldnewsjournal.com/article/20090218/NEWS01/90218022

High-speed rail group wants Jordan on board February 15, 2009 - 7:02 PM Heather Rutz Published Feb. 16, 2009 LIMA - With support from Gov. Ted Strickland and President Barack Obama, high-speed rail appears to be at a tipping point. A group of regional officials hope to get U.S. Rep Jim Jordan, R-Urbana, on board. The newly formed 4th Congressional District Rail Task Force meets with staff from Jordan's district and Washington offices Friday. They will lobby for support of funding environmental impact studies, the next step in developing the high-speed trains, routes and stations. Read more at: http://www.limaohio.com/news/rail_34225___article.html/speed_high.html

The environmental work depends on the type and scope of the project. If the projects do not require additional ROW that certainly shortens the environmental work to be done, regardless of the project type. The one issue that could arrise with some of the station improvements is getting through the historical documentation. If any of the stations are "historical" that could create some headaches. The TIP and STIP can be amended; in fact, I'd say there will be quite a few TIP and STIP amendments coming down the pipeline given the schedule that is to be adhered to.

For those interested, the link below has information on the recent ODOT budget for 2010-11. It contains budget testimony and a powerpoint made by Director Molitoris. http://www.dot.state.oh.us/Divisions/Legislative/Pages/2010-2011StateTransportationBudget.aspx

Committee discusses toll road to Pittsburgh By KENT MALLETT • Advocate Reporter • February 6, 2009 HANOVER — The Columbus-Pittsburgh Corridor Committee directed its members Friday to begin discussions about creating a toll road between the two major cities. The committee, which represents the seven Ohio counties along the route, asked its members to talk with county commissioners, mayors and other governmental leaders about potential support for such a funding plan. The goal of the committee, which met Friday at Longaberger Golf Club, near Hanover, is to complete a 160-mile, four-lane, limited-access highway connecting the two major Midwest cities. Luther Liggett, of Bricker & Eckler law firm, representing the Ohio Engineers Association, presented the toll road idea to the committee, which took no official action other than to discuss the plan. Full article at http://www.newarkadvocate.com/article/20090206/UPDATES01/90206019

LaHood says stimulus money will help fragile economy By Karen McDonald GateHouse News Service http://www.norwichbulletin.com/opinions/columnists/x309570775/LaHood-says-stimulus-money-will-help-fragile-economy?view=print PEORIA, Ill. — The best thing to jump-start the struggling economy is to get stimulus money to the states, U.S. Secretary of Transportation Ray LaHood said Friday. LaHood said he will conduct a conference call, likely next week, with all 50 state transportation chiefs to discuss stimulus legislation. Though he said it’s not yet known which projects will be funded, money will flow “almost immediately” after a final bill is passed to start building infrastructure such as roads, bridges and highways. ........

I think the timing comes down to variables such as how far along in the environmental process they were as part of the earlier studies, ROW (if any) that will be required, and improvements that will need to be constructed. A lot of this may have been handled in the Ohio Hub studies, but if any ROW is required for stations, improved trackage, etc., then that could alter the timeline. A lot of these questions will be answered once Amtrak/ORDC finishes the study. I'd agree that the timeline seems aggressive, but I get the impression that this is something the Strickland Administration would like to get done within this upcoming budget. I could be mistaken, but the New Mexico RailRunner project (study to operation) was done within a two-year time frame.

Just curious - why shouldn't the old Union Station site be used? It appears that some of the infrastructure is in place (sidings, elevated tracks, developable land for station, ingress/egress ability). I'm not advocating one location over the other, but it just appears that the old Union Station location could be used and still provide access to the convention center and also help to revitalize a portion of the downtown area.

3-C passenger rail could include Dayton-area stops By Steve Bennish Staff Writer Wednesday, January 28, 2009 DAYTON — The cause of returning passenger rail service to Ohio got a big boost with Gov. Ted Strickland's endorsement during his State of the State address Wednesday, Jan. 28. Initial service to Cincinnati, Columbus and Cleveland could include one stop in downtown Dayton and another near the Museum of the U.S. Air Force in Riverside, according to plans from the Ohio Rail Development Commission. Besides that, there are hopes that idled industrial plants such as Moraine's GM facility could be redeveloped for rail car manufacture, said Ken Prendergast, interim director of the rail advocacy group "All Aboard Ohio." ... http://www.daytondailynews.com/n/content/oh/story/news/local/2009/01/28/ddn012809stricklandrailweb.html

Bombardier Presents First Catenary-Free and Contactless Operating Tram BERLIN, GERMANY--(Marketwire - Jan. 22, 2009) - Bombardier Transportation today introduced the first completely contactless and catenary-free operating tram. The BOMBARDIER PRIMOVE catenary-free operation was presented to journalists on the test track at Bombardier's Bautzen site in Germany. "The PRIMOVE technology is a unique system that provides complete catenary-free operation of trams over distances of varying lengths and in all surroundings," said Dr Carsten Struve, Director Advanced Technology Development Bombardier Transportation at the system's presentation. "The catenary-free operation offers an entirely new prospect, particularly for trams operating in historic city centres where impressive cityscapes can now exist unencumbered by visual pollution from overhead lines. Combined with the new BOMBARDIER MITRAC Energy Saver technology, the PRIMOVE system can also save additional energy." Benefit to Rail Operators For rail operators, the PRIMOVE system offers significant advantages. Among these are the completely invisible power supply, the easy installation and the complete irrelevance of weather conditions. In addition, the contactless and very safe energy transfer system reduces wear on parts, limiting equipment lifecycle costs. Thanks to the PRIMOVE system, infrastructure costs related to tunnel sections can also be reduced significantly. The system does not need 'third rail' or high roof systems, resulting in smaller tunnel profiles. The system's electrical drive operates with lower noise levels and eliminates emissions. The integrated MITRAC Energy Saver results in significant operating cost reductions by recharging energy. PRIMOVE technology is one of the highlights of the innovative BOMBARDIER ECO4 portfolio of technologies launched by the global rail leader last year. The new portfolio offers energy and cost-efficient solutions for total train performance through ten ready-to-use ECO4 products that are based on the four principles of energy, efficiency, economy and ecology. The innovative principle of the PRIMOVE system is rooted in the principle of inductive power transfer, a technology used in cleanrooms in the computer chip and automotive industries. With Bombardier's introduction of PRIMOVE, inductive power transfer comes to rail vehicles for the first time. How the PRIMOVE technology works The electric power components of the PRIMOVE technology are hidden under the vehicle and beneath the tracks. The electrical primary and secondary circuits are separated from each other, a principle also used in transformers. Creating a magnet field, the primary circuit is built into the infrastructure. The secondary circuit in the vehicle transforms this energy field into electricity for the tram's operation. The cable of the primary circuit can be easily integrated in-between the tracks. The vehicle is equipped with pick-up coils underneath the vehicle, which are connected to the tram's traction system through a cable. In addition, connected segments in the ground ensure a safe operation as they are only fully energised when completely covered by the vehicle. Therefore, the system can also be integrated in pedestrian zones, for example. Efficiency with MITRAC Energy Saver An additional benefit of the system is the integration of the MITRAC Energy Saver, which is mounted on the roof of a light rail vehicle: The innovative capacitors of the system store the energy released each time a vehicle brakes and re-use it during acceleration or operation. Applied to light rail vehicles, the system has (during testing in Mannheim since 2003) been proven to save up to 30 per cent of energy, thus reducing emissions as well as costs. The technology can also be used as a performance booster by adding extra power to the vehicle during acceleration. Behind the system is a double layer capacitor technology (also known as "ultracapacitors"), a smartly designed storage device charged with the eletrical energy set free when the brakes are used. The capacitors' storage cells are charged with energy which is transformed during the breaking process. Note to Editors: For more information: http://www.bombardier.com/en/transportation/sustainability/technology/primove-catenary-free-operation About Bombardier Transportation Bombardier Transportation has its global headquarters in Berlin, Germany with a presence in over 60 countries. It has an installed base of over 100,000 vehicles worldwide. The Group offers the broadest product portfolio and is recognized as the leader in the global rail sector. About Bombardier A world-leading manufacturer of innovative transportation solutions, from commercial aircraft and business jets to rail transportation equipment, systems and services, Bombardier Inc. is a global corporation headquartered in Canada. Its revenues for the fiscal year ended Jan. 31, 2008, were $17.5 billion US, and its shares are traded on the Toronto Stock Exchange (BBD). Bombardier is listed as an index component to the Dow Jones Sustainability World and North America indexes. News and information are available at www.bombardier.com. BOMBARDIER, PRIMOVE, ECO4 and MITRAC are trademarks of Bombardier Inc. or its subsidiaries.

The Train in Spain Replaces the Plane By Dave Demerjian January 15, 2009 | 2:30:00 PMCategories: Rail http://blog.wired.com/cars/2009/01/passengers-floc.html The trains in Spain are doing better than planes as a growing web of high-speed lines carrying sleek bullet trains steal hundreds of thousands of passengers from airlines and cut emissions in the process. As the government pumps more money into the system, Spaniards are abandoning commercial airlines so quickly that domestic flights carried 20 percent fewer people last year. That's big news in a country that has long depended upon commercial aviation to connect its major population centers. Spain has been late to the train game in part because it is larger than other European countries and its major cities are typically 300 miles apart. For that reason, Spain has long favored air travel, and it has been a boon for the nation's airlines. ........

Commuter rail line study stays on track By Rich Cholodofsky TRIBUNE-REVIEW Thursday, December 25, 2008 It may still be several months before the Westmoreland County Transit Authority learns if its proposed commuter train into Pittsburgh is full speed ahead, but agency officials want to line up financing for the next phase of the project. Transit authority board members announced last week that they will formally ask the federal government to help pay for an environmental study, a necessary step toward completion of the rail line. A $500,000 feasibility study for the proposed commuter rail line, which would link Greensburg and Arnold to Pittsburgh, is in its final stages and officials anticipate it will be completed early next year. "We want to ask the federal government for help. If the feasibility study justified a next phase, it's something we could do right away," said authority Executive Director Larry Morris. The proposed commuter train system would have two rail corridors, one that would originate in either Latrobe or Greensburg and run through Jeannette, Irwin and Trafford, and eventually into downtown Pittsburgh. Initial cost estimates ranged from $190 million for a limited-service system to a more ambitious $300 million line that would operate every 30 minutes during peak commuting times. The second corridor could cost about $140 million to build and would start in Arnold and travel through the Allegheny River Valley and into Pittsburgh's Strip District. HDR Engineer Inc. in Pittsburgh, the consultant hired last year to conduct the feasibility study, has compiled statistics about whether the proposed train line would have enough riders. It also is examining potential station locations and possible funding options. Funding remains a great unknown. Local officials want to tap into state and federal money to pay for the system. Authority board member Tom Tangretti said now is the best time to ask for federal money. "With the huge (federal) stimulus package coming, it's conceivable that part of that money will be applicable for our project," Tangretti said. Tangretti, a former state representative from Greensburg, was one of the major advocates in Harrisburg for the commuter rail project. He retired from the Legislature last month and his replacement in Harrisburg said Monday that he supports the train proposal. But incoming state Rep. Tim Kreiger, R-Greensburg, said finding state money for the project could be problematic. "It's a great idea, but it's going to be tough. I hope we can make it work financially, but that will be the difficult part," Kreiger said.