This article was a direct result of All Aboard Ohio's Annual Meeting on May 30th in Galion where a number of cities sent representatives to learn more about how to lobby for the plan. I found this intriguing so I communicated the goings-on from the Annual Meeting to AP's Matt Leingang as a possible story idea. He also found it intriguing. I only hope our state legislators will read this article (and yes, I forwarded it to all of them).

The small town stops (with no baggage service) really don't add much time to the trip do they? On the train to Chicago, stops like Bryan and Waterloo are probably less than a minute, and the Amtrak trains speed up and slow down fairly rapidly. I can't imagine an extra stop adding more than about 3-5 minutes to the overall ride length.

 

Bingo. The rule of thumb is that a station stop adds 4-5 minutes to the running time of a diesel-hauled train and 3-4 minutes for an electrically powered trains. As you might guess, electric locomotives have better acceleration.

 

And even if a city gets left out of the initial service, more round trips offered in the future means being able to offer a mix of expresses and locals.

http://www.nytimes.com/2009/06/14/realestate/14sqft.html?_r=1&emc=eta1

 

Spotlight

New Rail Lines Spur Urban Revival

By AMY CORTESE

Published: June 13, 2009

 

WHEN it was incorporated in 1913, Carrollton, Tex., was a thriving farm community. Three freight railroad lines intersected to help farmers get their grain, livestock and cotton to market. Today this city of around 123,000 people, just 14 miles north of Dallas, is again looking to the rail lines for its economic prosperity.

 

In April, the Carrollton City Council approved a $38 million mixed-use development next to a commuter rail station being erected downtown. The station is Carrollton’s main gateway to the 28-mile Green Line, a $1.8 billion expansion of Dallas Area Rapid Transit. After the line’s scheduled completion in late 2010, it will link Carrollton with downtown and southern Dallas

 

“Rail is the catalyst for this new growth,” said Peter Braster, whose title is transit-oriented development manager for Carrollton. “It’s important for the long-term sustainability of Carrollton.”

 

 

........

While stops little towns may only add 4-5 minutes, they psychologically slow down the trip a lot more than that in my opinion. Every time Amtrak has to slow down for a stop in some little tiny town you can hear someone grumbling about it. (Admittedly though, last time I was on the train, I think I did most of the grumbling.)

Well, yeah.... You're GRUMPY!

While stops little towns may only add 4-5 minutes, they psychologically slow down the trip a lot more than that in my opinion. Every time Amtrak has to slow down for a stop in some little tiny town you can hear someone grumbling about it. (Admittedly though, last time I was on the train, I think I did most of the grumbling.)

 

Speaking at least for me, the small town stops do little or nothing psycholocgically to make the ride feel slower (I actually think they make the ride feel more interesting for some reason).  What makes the ride feel slower (and actually does make it slower) is sitting for 30 minutes waiting for a freight train to clear the way, or actually backing on to a side track to let another train pass.

I think one key point for which small cities will be considered for a stop is their ability not only to produce ridership from their immediate city, but from the region around it.

 

But let's not too far ahead of ourselves here.  Nothing has been decided yet on any aspect of the 3-C plan. Conjecture is always a fun exercise ...but in the end, that's all it is... conjecture.

Unscheduled stops frustrate me -- made worse when the crew doesn't say a peep to explain why the train is stopped in the middle of nowhere.

Unscheduled stops frustrate me -- made worse when the crew doesn't say a peep to explain why the train is stopped in the middle of nowhere.

 

We had a stop like that going from Paris to London on the Eurostar, but the conductor/engineer came on as soon as we stopped and about every 5 minutes to give us an update. Apparently the line was a little too tight and we had to wait for clearance.

State now says highway stimulus funds won't pay for any studies

Monday,  June 15, 2009 4:50 PM

 

 

ASSOCIATED PRESS

COLUMBUS -- Ohio will use its share of federal highway stimulus money for construction-ready road projects, giving up the idea of using a portion for studies and design work.

 

Ohio initially passed over some construction projects, steering 7 percent of its $774 million in highway stimulus money for planning and preliminary studies. The move angered some local leaders who hoped the money would build even more new roads and bridges.

 

The Ohio Department of Transportation said today that all $57 million that had been set aside for planning will go toward construction projects. Spokesman Scott Varner says the move was made at the request of federal transportation officials, who preferred to see the money spent on projects that could create jobs quickly.

 

http://www.dispatch.com/live/content/local_news/stories/2009/06/15/ohio_stimulus.html?sid=101

Excerpt from ODOT news release.... note the highlighted final paragraph:

 

As part of ODOT’s original announcement of the projects to be advanced with ARRA funds, the department targeted $57 million for necessary planning and design work to advance some of the state’s most transformational regional long-term projects. This included the Cleveland Opportunity Corridor, Cincinnati Eastern Corridor, and the Ohio Hub High Speed Rail Plan.

 

While agreeing that these projects are eligible for funding under the Recovery Act, the Federal Highway Administration (FHWA) and the US Department of Transportation expressed a preference that stimulus funds be directed toward construction-ready projects. After close consultation with the FHWA and USDOT, the Ohio Department of Transportation will instead direct these dollars to shorter-term projects, aimed at creating and retaining construction-related jobs quickly.

 

ODOT remains committed to working with local leaders on these three important large-scale projects and will use non-stimulus funds (both state and federal) to invest in the continued planning and design, dollar-for-dollar, as committed to by the department in its March announcement.

ODOT has canceled ARRA funding for the Ohio Hub PE/DEIS

Yes. Please see this thread....

 

http://www.urbanohio.com/forum2/index.php/topic,1414.msg403518.html#msg403518

—Cincinnati

East Enders Air Concerns Over Hi-Speed Rail Plan

Reported by: Tom McKee, Email: [email protected]

Photographed By: Scott Wegener, Last Update: 8:53 pm

 

East End community leaders and residents sent a strong message to Cincinnati leaders Tuesday. They like the idea for 3-C "Fresh Start" high-speed rail service connecting Cincinnati with Columbus and Cleveland, however, they don’t want a temporary station built along Riverside Drive between the Boathouse and Theodore Berry Park. "This is not a case of NIMBY – Not In My Back Yard," said Lou Seiler, of the East End Area Council, as he spoke before Cincinnati City Council’s Economic Development Committee. "It’s a question for me of trying to get things right for once in our city."

 

http://www.wcpo.com/news/local/story/East-Enders-Air-Concerns-Over-Hi-Speed-Rail-Plan/-eqIM9zg4E2QcRxjU1Mq3w.cspx

http://www.fra.dot.gov/us/press-releases/250

 

U.S. Transportation Secretary LaHood Announces Guidelines for Receiving Economic Recovery Funds for High-Speed Rail

 

Contact: Robert Kulat

Telephone: 202-493-6024

 

Wednesday, June 17, 2009 (Wshington, DC) The Department of Transportation moved another step closer to realizing President Obama’s vision for high-speed rail in America today, publishing guidelines for states and regions to apply for federal funds as part of the American Recovery and Reinvestment Act.

 

“The time has finally come for the United States to get serious about building a national network of high-speed rail corridors we can all be proud of,” Secretary Ray LaHood said. “High-speed rail can reduce traffic congestion and link up with light rail, subways and buses to make travel more convenient and our communities more livable.”

 

The historic commitment to revitalizing the nation’s rail lines by creating high- speed corridors and improving existing service between cities includes an $8 billion competitive grant program and a continuing $1 billion annual investment proposed in the President’s budget.

 

“Rail travel will encourage economic growth and create new domestic manufacturing jobs, while reducing pressure on our highways and airways,” said Federal Railroad Administrator Joseph Szabo. “In addition to the economic advantages, trains are energy-efficient, capable of reducing billions of pounds of carbons each year from being released into our atmosphere and reducing our country’s reliance on oil.”

 

Officials from the USDOT and Federal Railroad Administration met with more than 1,000 people across the country to receive input in preparation for developing the program’s grant application guidelines. Vice President Biden and Secretary LaHood also heard from governors and state transportation chiefs at the White House on June 3 about how they hoped to boost their economies with improved passenger rail service.

 

The guidelines, which can be found at http://www.fra.dot.gov/us/content/2243 , require rigorous financial and environmental planning to make sure projects are worthy of investment and likely to be successful. The program will offer grants for both planning and construction so that states can apply for funds no matter what stage of development their project is in.

 

The guidance states that proposals will be considered on the merits for their ability to make trips quicker and more convenient reduce congestion on highways and at airports and meet other environmental, energy and safety goals. And it allows the USDOT to actively promote standard specifications for rail cars and other equipment.

 

The Federal Railroad Administration will award the first round of grants by mid-September.

 

###

Video of the above story:

http://www.wcpo.com/news/local/story/East-Enders-Air-Concerns-Over-Hi-Speed-Rail-Plan/-eqIM9zg4E2QcRxjU1Mq3w.cspx?articleID=34355

Ohio's plan for high-speed rail gets federal boost

Wednesday,  June 17, 2009 1:53 PM

Columbus Dispatch

 

CHICAGO -- The Obama administration has released criteria for $8 billion in stimulus money for high-speed rail that appear to give front-runner status to projects in the Midwest and California.

 

 

http://www.dispatch.com/live/content/local_news/stories/2009/06/17/rail_stimulus.html?sid=101

“High speed rail” defined, program guidelines established 

RailwayAge.com

 

For the United States, what exactly is “high speed rail?” The U.S. Department of Transportation has clarified this often-murky term by defining high speed as “Intercity Passenger Rail service that is reasonably expected to reach speeds of at least 110 mph.”

 

Read more at:

 

http://www.railwayage.com//content/view/949/121/

 

Midwest, California are front runners for $8 billion in high-speed rail stimulus cash

Cleveland.com

Wednesday June 17, 2009, 6:26 PM

 

 

CHICAGO -- High-rail plans in the Midwest and California appear to be front runners in the race for $8 billion in stimulus cash based on federal criteria released Wednesday that favor projects with established revenue sources and multistate cooperation.

 

Read more at:

http://www.cleveland.com/nation/index.ssf/2009/06/midwest_california_front_runne.htmlspeed

 

On the Net:

 

Federal Railroad Administration on high-speed rail: http://www.fra.dot.gov/us/content/31

 

Midwest Regional Rail Initiative: http://www.dot.state.mn.us/passengerrail/onepagers/midwest.html

 

That last bulleted item should greatly aid Ohio. But I'd like to see the gory details of that funding approach.

This story is out of Virginia, but it has national and Ohio implications, given the source of the quotes....

 

Published on HamptonRoads.com | PilotOnline.com (http://hamptonroads.com)

An important vote for higher-speed rail

 

Wick Moorman said he was speaking only for himself when he told Norfolk business leaders that higher-speed passenger rail must come to Hampton Roads by a southern route.

 

But his opinion could be another catalyst for a project that promises an economic boost and much-needed relief from traffic congestion. Moorman, after all, is CEO of Norfolk Southern Corp., which owns the south side rail lines and would be a crucial partner if the project becomes reality.

 

Read more at:

 

Source URL (retrieved on 06/18/2009 - 16:47): http://hamptonroads.com/2009/06/important-vote-higherspeed-rail

 

The Amtrak going to Newport News is well used these days, mostly with Williamsburg and military traffic. The split in Hampton Roads is culturally deeper and wider than the Chesapeake Bay.

Lest we not forget NS's official statement that it is interested in electrification of some of its rail corridors in conjunction with passenger rail improvement projects. And don't be surprised if NS has some interesting, localized proposals for at least one of its routes closer to home.

Concerning the 3-C corridor passenger rail project and post # 836, June 14, I haven't any discussion about using DMU's as a Secondary rail service. What possible secondary routes could be used in conjunction with the 3-C service?

sure--they could even be feeder services to the main 3-C system or serve their markets in their own right. A Canton-Akron-Cleveland line would do very well. The DMU's i'm assuming would be commuter rail. Southern NJ just built a new line (called the River Line) from Trenton to Philly, but its a DMU-Light rail. For safety reasons, you can't have light rail mixed with regular freight trains---so we should not do this in Ohio. NJ has to operate under certain hours when there is no freight service, so you can't be very flexible with operations. But regular DMU's would be great for commuter service.

Hello mrniles...got your message and tried to reply, but your inbox is full!

 

Anyway, what services relating to the 3-C Corridor could be run with DMU's? Here's a couple:

 

a) A Columbus-Galion-Akron-Youngstown DMU that could split off at Galion to go to the latter two cities.

 

b) A possible local DMU that could operate Lorain-Elyria-Grafton, connecting with thru trains or running to Columbus to serve intermediate stops such as Delaware.

 

c) A Cleveland-Columbus-Circleville-Chillecothe-Portsmouth DMU that splits off at Columbus.

 

That's just a couple and there would still be a need for some level of capital investment. It might be cheaper to simply have bus feeders in a lot of places a la California. That's one reason why ridership took off out there. People could actually get where they wanted to go.

 

I also have to caution everyone that until we have trains actually operating in Ohio, these should just be considered a bit of a dream. We have a long, long way to go.

Cleveland-columbus or columbus-youngstown or columbus-akron aren't really commuter patterns. I guess folks could commute daily/weekly from columbus to cleveland (or vice versa), but the others aren't really commuter markets. Akron to Cleveland--yes, but for Columbus, it would have to a town nearby where people live at night, but head into the columbus during the day to work.

^The 3-C isn't a commuter train, it's an intercity train--different market.  The DMU idea is a way to provide more cities connectivity to the Ohio Hub.

^The 3-C isn't a commuter train, it's an intercity train--different market. The DMU idea is a way to provide more cities connectivity to the Ohio Hub.

 

Exactly.

http://media.journalinteractive.com/images/QUIET22G.jpg

 

Communities could get quiet zones with high-speed rail plan

By Scott Williams of the Journal Sentinel

 

Posted: Jun. 21, 2009

 

Hartland — In more than 20 years of living along the railroad tracks in this Waukesha County village, Ted McCabe has never gotten used to the blaring horn that sounds with each passing train.

 

So McCabe was not enthused when he learned that Wisconsin's proposed high-speed rail network would bring even more trains whizzing through the neighborhood.

 

...........

Does anyone know of any specific projects, such as bridge upgrades, on the 3C rail corridor that have been started with stimulus funds?

Sorry about that--I misread a previous post. I know 3-C is intercity--I had thought the poster above was advocating DMU technology for commuter routes and was calling Columbus-Cleveland such a route. Sorry for any confusion.

Does anyone know of any specific projects, such as bridge upgrades, on the 3C rail corridor that have been started with stimulus funds?

 

One major project that is either underway (or soon to be so) is the "double-stack" clearance of the 3-C between Columbus, Dayton & Cincinnati.  The immediate benefit is to enable double-stack container trains to use the corridor and (in effect) extend the Heartland Corridor (Norfolk to Columbus) beyond the Rickenbacker Intermodal Yard.  Some of this work can eventualy benefit passenger rail service, as it will increase rail traffic capacity and speeds along the corridor.

Last night I happened to be near two different parts of what will likely from the Cincinnati > Dayton line.  Both parts were double-tracked, but one outbound train used the east track and few minutes later another used the west track.  One was a mile long and likely headed out of town, another had fewer than 30 cars and was likely picking up or dropping off local freight.   

 

I would imagine part of the congestion that these passenger trains would create for freight relates to this, specifically that frequent passenger service means one track or the other must be almost completely dedicated to inbound or outbound service. 

Altimire suggests Pittsburgh-to-Cleveland rail line

Monday, June 22, 2009

By Jon Schmitz, Pittsburgh Post-Gazette

 

U.S. Rep. Jason Altmire said today that he will push to have a Pittsburgh-to-Cleveland line added to a national list of high-speed rail corridors.

 

The list of 10 corridors announced by President Barack Obama this year as part of his push to develop a network of intercity passenger rail lines included a Chicago-to-Cleveland line and one from Pittsburgh to Philadelphia.

 

Read more at:

 

Jon Schmitz can be reached at [email protected] or 412-263-1868.

First published on June 22, 2009 at 2:27 pm

 

 

http://www.post-gazette.com/pg/09173/979148-100.stm#ixzz0JBctufJ9&D

 

And on our western flank....

 

http://www.journalgazette.net/article/20090620/LOCAL/306209971/1002/LOCAL

 

http://www.journalgazette.net/apps/pbcsi.dll/bilde?Site=JG&Date=20090620&Category=LOCAL&ArtNo=306209971&Ref=AR&Q=85&MaxW=500&MaxH=500

 

Cathie Rowand | The Journal Gazette

Rick Harnish, head of the Midwest High Speed Rail

Association, gives an update Friday on passenger

service to Fort Wayne at Baker Street Station.

 

Published: June 20, 2009 3:00 a.m.

High-speed rail eyes public help

Benjamin Lanka - The Journal

 

The chance for high-speed passenger trains through Fort Wayne still exists, but supporters said they need help from everyone to ensure the Summit City isn’t left off the rail.

 

Passenger-train officials from across the Midwest met in Fort Wayne on Friday to focus on the next steps needed for the region to win some of the $8 billion in federal stimulus money designated for rail systems.

 

........

At the Fort Wayne meeting I learned that Indiana DOT is apparently going to make federal stimulus requests for passenger rail. Three will be for the three federally designated corridors that pass through the state: Chicago - Indianapolis - Cincinnati, Chicago - Fort Wayne - Toledo - Cleveland, and Chicago - Detroit. But no one knew what these requests were for -- not even if they were for planning or construction. The fourth possible stimulus grant request by INDOT is to address rail traffic congestion in Northwest Indiana. Unfortunately no one from INDOT was invited to attend the meeting or asked to provide a report to it.

Any reason why INDOT wasn't invited?  An oversight? 

Not necessarily. It is almost certain that additional track and signals will have to be added into the corridor to create a better flow of both freight and passenger traffic.  This could include extending passing sidings or putting in a third track where possible.  This is all part of what will be identified as infrastructure needs when the Amtrak study is complete and its recommendations are made.

Found another story re: Indiana support for high-speed rail....

 

Support grows in Indiana for high-speed rail 

Posted 6/21/2009 7:00 PM ET 

Indianapolis Star

 

LAFAYETTE, Ind. (AP) — High-speed rail supporters are hoping Indiana gets a share of federal stimulus funding intended to expand passenger rail service to the state as part of a Midwestern high-speed rail network.

Federal criteria released last week show that high-speed rail plans in California and the Midwest appear to be front-runners in the race for $8 billion in stimulus cash.

 

Full story at:

 

http://content.usatoday.net/dist/custom/gci/InsidePage.aspx?cId=indystar&sParam=31012845.story

Any reason why INDOT wasn't invited? An oversight?

 

Unknown. Sometimes it seems as if state government in Indiana is an afterthought...

$50 billion over 6 years proposed for the new federal surface transportation bill.  Now we're talking real money! 

 

>>>Altimire suggests Pittsburgh-to-Cleveland rail line

Monday, June 22, 2009

By Jon Schmitz, Pittsburgh Post-Gazette

 

U.S. Rep. Jason Altmire said today that he will push to have a Pittsburgh-to-Cleveland line added to a national list of high-speed rail corridors.

 

The list of 10 corridors announced by President Barack Obama this year as part of his push to develop a network of intercity passenger rail lines included a Chicago-to-Cleveland line and one from Pittsburgh to Philadelphia...

 

 

The federal economic stimulus law allocated $8 billion for high-speed rail development, and Mr. Obama has proposed an additional $5 billion in his budget. A blueprint of the new surface transportation bill released last week called for an additional $50 billion over six years for high-speed intercity passenger rail development in the designated corridors....

 

 

Jon Schmitz can be reached at [email protected] or 412-263-1868.

First published on June 22, 2009 at 2:27 pm

 

 

http://www.post-gazette.com/pg/09173/979148-100.stm#ixzz0JBctufJ9&D

 

Sorry about that--I misread a previous post. I know 3-C is intercity--I had thought the poster above was advocating DMU technology for commuter routes and was calling Columbus-Cleveland such a route. Sorry for any confusion.

 

No apology necessary!  It's all cleared up now.  :-)

$50 billion over 6 years proposed for the new federal surface transportation bill. Now we're talking real money!

 

 

For more about the federal surface transportation bill, see the messages starting at:

http://www.urbanohio.com/forum2/index.php/topic,14971.msg404235.html#msg404235

www.chicagotribune.com/news/chi-ap-mo-high-speedrail,0,5950074.story

Chicagotribune.com

Nixon, Quinn pledge high-speed rail cooperation

By BETSY TAYLOR

Associated Press Writer

7:09 PM CDT, June 22, 2009

 

ST. LOUIS --- Missouri Gov. Jay Nixon and Illinois Gov. Pat Quinn on Monday pledged to share resources, expertise and information to make a planned high-speed rail corridor between St. Louis and Chicago a reality.

 

 

While stops little towns may only add 4-5 minutes, they psychologically slow down the trip a lot more than that in my opinion. Every time Amtrak has to slow down for a stop in some little tiny town you can hear someone grumbling about it. (Admittedly though, last time I was on the train, I think I did most of the grumbling.)

 

I am not a fan of a lot of small stops because it really will prolong the duration of the trip.  It would be like hitting all the traffic lights on Colerain Ave.  It would be better to take the highway.  I also experienced a train ride with frequent stops when I went from Nice, France to Riomaggiore, Italy.  Going from the TGV to that little train was quite a shocker.

 

Speaking at least for me, the small town stops do little or nothing psycholocgically to make the ride feel slower (I actually think they make the ride feel more interesting for some reason). What makes the ride feel slower (and actually does make it slower) is sitting for 30 minutes waiting for a freight train to clear the way, or actually backing on to a side track to let another train pass.

While stops little towns may only add 4-5 minutes, they psychologically slow down the trip a lot more than that in my opinion. Every time Amtrak has to slow down for a stop in some little tiny town you can hear someone grumbling about it. (Admittedly though, last time I was on the train, I think I did most of the grumbling.)

 

I am not a fan of a lot of small stops because it really will prolong the duration of the trip.  It would be like hitting all the traffic lights on Colerain Ave.  It would be better to take the highway.  I also experienced a train ride with frequent stops when I went from Nice, France to Riomaggiore, Italy.  Going from the TGV to that little train was quite a shocker.

 

Speaking at least for me, the small town stops do little or nothing psycholocgically to make the ride feel slower (I actually think they make the ride feel more interesting for some reason). What makes the ride feel slower (and actually does make it slower) is sitting for 30 minutes waiting for a freight train to clear the way, or actually backing on to a side track to let another train pass.

110 mph is actually too fast for a nation with hollowed-out center cities and scant public transit services to connect with fast trains. This is a lifestyle, not a project. You can't create lifestyles overnight -- they need to evolve....

 

http://dc.streetsblog.org/2009/06/23/the-high-speed-rail-numbers-game-is-13-billion-and-110mph-enough/

 

Tuesday, June 23, 2009

The High-Speed Rail Numbers Game: Is $13 Billion and 110MPH Enough?

by Elana Schor on June 23, 2009

 

High-speed rail is one of the Obama administration's most prized policy goals, with $13 billion getting earmarked in the coming year alone to help break ground on up to 11 proposed regional corridors. But what will the U.S. get for its money? A lively Senate hearing today attempted to answer that question.

 

 

Group: High-speed rail too expensive

By Jon Craig, Cincinnati Enquirer, June 24, 2009

 

COLUMBUS -High-speed passenger rail between Cincinnati, Columbus and Cleveland will be costly and underused by Ohioans, according to a report released Wednesday by the Buckeye Institute for Public Policy Solutions.

 

The conservative research group based here recommends state government apply instead for its share of $8 billion in federal stimulus transit money to upgrade existing rail lines, signals and crossing gates.

 

Gov. Ted Strickland proposed the so-called "3-C corridor" passenger rail project - to reactivate existing freight lines as commuter lines idle since 1971 - among Ohio's list of projects seeking federal stimulus money approved by Congress.

 

"The average American will ride these trains less than 60 miles per year," the study concludes, saying state taxpayers would foot the bill for future maintenance and operating costs.

 

An Amtrak study of potential ridership is expected next month.

 

Read the rest of the garbage by clicking the link above.

 

Put lipstick on a pig and it is still a pig. This is simply Randal O'Toole plagiarizing himself.

 

How can a "think tank" manage to be so brainless?