ILLINOIS HIGH-SPEED RAIL CORRIDOR WORK RESUMES

Amtrak Lincoln Service and Texas Eagle trains affected

 

Any sense how much these improvements will reduce the Chicago to St. Louis journey time?

 

When all of the work is done, the Chicago-to-St. Louis journey will drop from 5.5 hours to 4. But I don't think all the planned work is fully funded. The assistant director of the Midwest HSR Association and I are traveling to a meeting tomorrow, so I will ask him and report back.

AMTRAK ISSUES UPDATED FLEET STRATEGY PLAN

Analyzes conventional and high-speed equipment needs

 

Washington, DC (MMD Newswire) April 1, 2011 -- With its intercity passenger rail equipment nearing an average age of 26 years, Amtrak today is issuing an updated fleet strategy plan that analyzes the company's need to replace its existing conventional and high-speed fleet and manage capacity to meet the forecasted growth in ridership across its national network.

 

Since its initial publication last year, the plan is updated throughout to reflect the current state of the fleet, programs that are underway and changes in the larger business environment.

 

For example, last year Amtrak awarded two major equipment contracts. One is for 130 single-level cars to replace the oldest cars in the fleet and provide increased capacity for long-distance trains. The other is for 70 electric locomotives to replace all those now in use on the Northeast and Keystone Corridors to improve reliability and support future service expansion.

 

Read more at: http://www.mmdnewswire.com/amtrak-issues-updated-fleet-strategy-plan-34909.html

FOR IMMEDIATE RELEASE

April 4, 2011

ATK-11-040

Contact: Media Relations

202 906.3860

 

AMTRAK SEEKS $1.3 BILLION FOR GATEWAY PROJECT

AND NEXT-GENERATION HIGH-SPEED RAIL ON NEC

 

Portal Bridge, Hudson River Tunnels, NY Penn Station among projects

 

WASHINGTON – Amtrak is applying for nearly $1.3 billion in recently available highspeed

and intercity passenger rail federal funding to move forward with a series of infrastructure

improvements -- including the Gateway Project --as critical first steps to bring next-generation

high-speed rail to the Northeast Corridor (NEC).

 

“The Northeast Corridor is a premier region in the country to advance the nation’s highspeed

rail program,” said Amtrak President and CEO Joe Boardman. “The Gateway Project

improvements to increase passenger rail capacity and access into the heart of Manhattan are

absolutely essential to make next-generation high-speed rail a reality,” he added.

 

A recent decision by the U.S. Department of Transportation to name the NEC a federally

designated high-speed rail corridor allows Amtrak to apply directly for this funding.

 

Amtrak worked closely with its state partners to coordinate project selection in order to

maximize the expected regional improvements. Each of the coordinated projects submitted by

Amtrak and individual states are vital for the reliability and capacity of the current NEC network,

and are critical building blocks for expanded and higher speed intercity passenger rail service.

 

Specifically, Amtrak is requesting funding for three Gateway projects including for a

$720 million project to replace the more than 100-year-old movable Portal Bridge over the

Hackensack River in New Jersey with a new, high-level fixed bridge. The Amtrak request is for

$570 million with a contribution from the State of New Jersey of up to $150 million.

 

Also Gateway-related, Amtrak is asking for $188 million for preliminary engineering and

environmental analysis for two new tunnels under the Hudson River into Manhattan with related

infrastructure improvements, and $50 million for similar work for the development of a new

Penn Station South facility to accommodate more tracks and platforms in downtown New York.

 

Mr. Boardman emphasized that the Gateway Project is key for the future growth and

economic development of the entire NEC region. The project will benefit Amtrak passengers

traveling north to New York from Washington, D.C., Maryland and Delaware as well as riders

from New England states who are traveling to destinations south of New York He also said the

Gateway Project is the cornerstone from which Amtrak intends to build a new, two-track 220

mph (354 kph) next-generation high-speed rail system.

 

In addition, Amtrak is asking for $450 million for a project to support capacity increases

and improve trip-times between Philadelphia and New York— one of the busiest segments on

the NEC. The project is designed to upgrade electrical power, signal systems and overhead

catenary wires in New Jersey and Pennsylvania to improve reliability, increase speeds up to 160

mph (257 kph), and support more frequent high-speed service. It also will reconfigure track

switches at the western entrance to New York Penn Station to mitigate congestion issues.

 

Separate from the above project list, Amtrak also is applying for $15 million for the

necessary environmental and preliminary engineering design to examine replacement options for

the more than 100-year-old, low-level movable Pelham Bay Bridge over the Hutchinson River in

the Bronx on the Hell Gate Line that connects New York to New England. The goal is for a new

bridge to support expanded service and speeds up to 110 mph (177 kph).

 

The Northeast region’s population, economic densities and growing travel demand make

it an ideal location for federal investment in high-speed and intercity passenger rail service.

 

With ridership on the rise, improving the NEC will result in environmental, energy and

congestion mitigation benefits and help reduce the nation’s dependence on foreign oil.

 

About Amtrak®:

 

Amtrak is America’s Railroadsm, the nation’s intercity passenger rail provider and its only high-speed rail operator.

A record 28.7 million passengers traveled on Amtrak in FY 2010 on more than 300 daily trains – at speeds up to 150

mph (241 kph) – that connect 46 states, the District of Columbia and three Canadian Provinces. Amtrak operates

trains in partnership with 15 states and four commuter rail agencies. Amtrak also is a strong financial performer

achieving an 85 percent cost-recovery ratio in FY 2010. Enjoy the journeysm at Amtrak.com or call 800-USA-RAIL

for schedules, fares and more information. Join us on Facebook at facebook.com/Amtrak and follow us on Twitter

at twitter.com/Amtrak.

 

SUMMARY DESCRIPTIONS OF AMTRAK PROJECTS SUBMITED FOR

FEDERAL HIGH-SPEED AND INTERCITY PASSENGER RAIL FUNDING

 

Gateway Project – Portal Bridge North Replacement

 

$720 million for construction

($570 million Amtrak + up to $150 million from State of New Jersey)

Completion date: September 2017

 

The project would construct a new two-track fixed-span bridge north of the existing Portal Bridge across

the Hackensack River. The existing century-old moveable bridge incurs high maintenance costs and its

antiquated moveable span design causes significant delays at one of the most heavily trafficked points on

the Northeast Corridor (NEC) due to bridge openings required to accommodate marine traffic. The

replacement of the existing bridge will enhance the capacity and improve the operation of Amtrak and

New Jersey Transit service, improve service reliability, enhance passenger safety and security, minimize

conflicts with maritime traffic impacts on the surrounding environment. It also will pave the way for a

new Gateway alignment on a new two-track span immediately south of the existing bridge to support

next-generation high-speed rail service into Manhattan.

 

 

Gateway Project – New Hudson River Tunnels and Related Infrastructure

 

$188 million for preliminary engineering and environmental analysis

Completion date: June 2015

 

The project would conduct Preliminary Engineering/NEPA clearance for a related set of infrastructure

capacity expansions and improvements to the Amtrak-owned NEC mainline between New York Penn

Station and Newark Penn Station to effect a four-track mainline through the addition of two running

tracks on adjacent alignment including twin trans-Hudson River tunnel facilities to improve operational

reliability, support economic growth, and provide a critical first step in expanding high-speed rail service

on the NEC by providing greater rail capacity, connectivity and convenience.

 

 

Gateway Project – Penn Station Expansion

 

$50 million for preliminary engineering and environmental analysis

Completion date: September 2015

 

The Penn Station expansion project scope includes the development of conceptual design and

environmental clearance necessary to advance a new rail terminal facility (Penn Station South),

operationally integrated with the existing Penn Station, on a site between 7th and 8th Avenues and 30th and

31st Streets that provides the additional track, platforms and station facilities in operationally constrained

Penn Station. This new capacity, together with installed rail assets, can thereby accommodate the

projected growth in intercity and commuter rail service forecast in the NEC Master Plan and Amtrak

Vision Plan for High-Speed Rail within the greater Penn Station New York/Moynihan Station complex.

 

 

NEC Project – Power, Signal, and Catenary and Track Improvements

 

$450 million for final design and construction

Completion date: September 2017

 

This project is intended to compliment the Gateway Program, with an integrated set of infrastructure

upgrades designed to make the New Brunswick, N.J. to Morrisville Pa. segment of the Northeast Corridor

the fastest and best performance stretch of passenger railroad in the U.S. today. Proposed improvements,

including power, catenary, signal and track upgrades, would lift maximum speeds to world class

standards, from 135 mph currently, to 160 mph by 2017 and support more frequent high-speed service.

This project also includes upgrades to the western entrance to Penn Station New York to improve

reliability and mitigate congestion prior to the construction of new tunnels and expanded station capacity

under the Gateway program.

 

 

NEC Project—Pelham Bay Bridge Replacement

 

$15 million for preliminary engineering and environmental analysis

Completion date: March 2014

 

The Pelham Bay Bridge crosses the Hutchinson River in the Bronx, north of Manhattan, on the Hell Gate

Line linking New York to New England. It is a low level moveable bridge, built in 1907, and currently

beyond its useful life. Amtrak is applying for funding for the necessary environmental and preliminary

engineering design to examine bridge replacement options, including a potential high level bridge to

achieve speeds of up to 110 mph, up from 45 mph currently. In addition to bridge replacement and

alignment options for expanded service, this project will evaluate potential track and curve modifications

on the Hell Gate over a 5-mile stretch immediately south of the bridge, to raise speeds from 60 to 65 mph

currently to approximately 85 mph.

FOR IMMEDIATE RELEASE

April 6, 2011

 

ATK-11-044

Contact: Marc Magliari

312 880.5390

 

DISCOVER THE RAIL WAY IN CHICAGO ON NATIONAL TRAIN DAY;

Amtrak celebrates America's love of trains on May 7 at Union Station

 

CHICAGO - Amtrak celebrates the past, present and rich future of trains with an event in Chicago on the fourth annual National Train Day, Saturday, May 7, 2011.  Amtrak is calling "all kids - young and old" to come to Union Station from 11:00 a.m. - 4:00 p.m. for one of the four, free signature events taking place nationwide.  The celebration will feature live entertainment, interactive and educational exhibits, kids' activities, model trains, tours of Amtrak freight and commuter trains, a train tour of the Amtrak Chicago Hub facilities and notable private railroad cars.

 

"This year's event will kick off during Amtrak's 40th anniversary and is an opportunity to celebrate the company's contributions to the history and future of passenger rail in this country," said Emmett Fremaux, Vice President, Marketing and Product Development, Amtrak. "National Train Day promises to delight the kid in all of us with a day dedicated to celebrating all things rail."

 

Exclusively in Chicago

 

Unique to the Chicago event will be three excursions to transport adults and children by Amtrak train through the facilities where today's Amtrak trains are prepared to meet the record-breaking numbers of Amtrak passengers.  Tickets for the 40-minute trip are free, but advance reservations are required through the National Train Day website.   

Also exclusive to Chicago this year will be an exhibit honoring the contributions made by Hispanics' to our nation's railways. "Hands On The Past: Mexican Contributions To The Railroad," will focus on the thousands of Mexicans that came to the U.S. during World War II under the guest worker program, "Railroad Braceros," to build and maintain our nation's passenger railroad system.

 

The event will include a live performance from the Million Dollar Quartet, Chicago's hit Rock 'N' Roll musical inspired by a true story - the night Elvis Presley, Jerry Lee Lewis, Carl Perkins and Johnny Cash made history. 

 

Also, the locally and nationally recognized children's entertainment group, Mr. Singer and the Sharp Cookies will perform. Captivating children and families, the group will perform some of the most popular songs from its album "Muddy Water Beaver Dam Band."

 

National Train Day Exhibits and Festivities

 

National Train Day marks 142 years of connecting travelers coast to coast and commemorates the day the transcontinental railroad was created. On May 10, 1869, in Promontory Summit, Utah, the "golden spike" was driven into the final tie that joined 1,776 miles of the Central Pacific and Union Pacific railways, transforming America by creating the nation's transcontinental railroad. All who attend will enjoy the following displays:

 

* State Partnership Display: Learn about how Amtrak partners with each state to provide specialized service. A locally-focused exhibit will be on display at each major National Train Day celebration.

 

* Amtrak High Speed Rail Display: Take a look at an exhibit that showcases Amtrak's leadership, expertise and experience with high speed rail.

 

* K-9 Unit Demonstrations: Witness Amtrak Security K-9 Units, one of the largest programs in the country, perform demonstrations with the dogs and their handlers.

 

* Amtrak: Dining the Rail Way: Catch a glimpse of the history of dining on trains, view live cooking demonstrations from Amtrak chefs and sample meals offered in Amtrak's dining cars.

 

* Train Equipment Displays: Get up close and personal with Amtrak railcars to experience first-hand the modern amenities and accommodations offered by passenger rail.  Then take a peek at how passengers traveled in generations past by touring a variety of historic train cars and privately-owned luxury coaches.  Commuter and freight equipment displays will highlight today's modern rail passenger services and how "green" locomotives are transforming the nation's freight fleet. For this exhibit, participants will be able to order tickets prior to the event through the National Train Day website.

 

* Model Train Displays: Delight in the craft of model train displays and take a closer look at these miniature masterpieces.

 

* Amtrak 40th Anniversary Display: On May 1, 2011, Amtrak will celebrate 40 years as America's Railroadsm.  Explore the history of Amtrak and find out more about the future of passenger rail, as well as current routes, amenities and onboard offerings.

 

* AmtraKids Depot: Attend Amtrak's 40th birthday party at the AmtraKids Depot and discover the kid in you by creating party decorations, engaging in fun arts and crafts and playing interactive games with surprise giveaways throughout the day.

 

For more information about National Train Day events, visit NationalTrainDay.com.

 

http://www.apta.com/mediacenter/pressreleases/2011/Pages/110406_HSR_Business.aspx

 

4/6/2011

Contact:

Mantill Williams

(202) 496-4869

[email protected]

 

Federal Investment in High-Speed Rail Could Spur 1.3 Million Jobs

 

New report shows tangible economic benefits of investments in building a 21st century rail system

 

Washington, DC – April 6, 2011 –The American Public Transportation Association (APTA) released a report detailing the enormous impact high-speed and intercity passenger rail projects will have in driving  job development,  while also rebuilding America’s manufacturing sector and generating billions of dollars in business sales.  This report focuses on key issues critical to private investors as they consider investments or future expansion into businesses serving the growing passenger rail markets.

 

The report, “The Case for Business Investment in High-Speed and Intercity Passenger Rail” reinforces the point that investments in high-speed and intercity rail will have many direct and indirect benefits.  Nationally, due to proposed federal investment of high-speed rail more than a six-year period, investment can result in supporting and creating over 1.3 million jobs.  This federal investment will be the catalyst for attracting state, local and private capital which will result in the support and creation of even more jobs.

 

According to this new report, investments in building a 21st century rail system will not only lead to a large increase in construction jobs, but to the sustainable, long-term growth of new manufacturing and service jobs across the country.

 

“It is evident that investing in high-speed and intercity rail projects presents one of the clearest and fastest ways to create green, American jobs and spur long-term economic growth,” said APTA President William Millar. “Investing in high-speed rail is essential for America as we work to build a sustainable, modern transportation system that meets the environmental and energy challenges of the future.”

 

APTA noted for each $1 billion invested in high-speed rail projects, the analysis predicts the support and creation of 24,000 jobs. 

 

In addition to the thousands of new construction jobs, investments in high-speed rail will jumpstart the U.S. economy. The Economic Development Research Group for the U.S. Conference of Mayors studied the business impact of high-speed rail investment in different urban regions.  For example, in Los Angeles, CA, high-speed rail investment generates $7.6 billion in business sales and $6.1 billion in Chicago, IL.

 

“Federal high-speed rail investment is a strong driver in getting private companies to invest,” said Kevin McFall, Senior Vice President at Stacy and Witbeck Inc., a leading public transit construction firm. “This program can be a shot in the arm for the manufacturing industry.  These high-speed rail projects will give us the opportunity to put people to work building the rail infrastructure this country desperately needs.”

 

“U.S. businesses have been known for their cutting edge technologies and innovations, said Jeffrey Wharton, President of IMPulse NC. “We need to put this expertise to work, providing business and employment opportunities while catching up with the rest of the world in high-speed rail and its associated benefits.”

 

“We are excited about the prospect of putting Americans to work building the rail tracks and equipment that will keep America’s economic recovery moving forward,” said Charles Wochele, Vice President for Industry and Government Relations at Alstom Transport. “We look forward to partnering with the federal and state governments to ensure these projects get off the ground.”

 

 

 

# # #

 

 

 

The American Public Transportation Association (APTA) is a nonprofit international association of 1,500 public and private member organizations, engaged in the areas of bus, paratransit, light rail, commuter rail, subways, waterborne services, and intercity and high-speed passenger rail.  This includes: transit systems; planning, design, construction, and finance firms; product and service providers; academic institutions; transit associations and state departments of transportation. APTA members serve the public interest by providing safe, efficient and economical transit services and products.  More than 90 percent of the people using public transportation in the United States and Canada ride APTA member systems.

I have to go to Chicago this Friday ( April 8 ), a short-notice but essential trip. I wanted to take Amtrak from Waterloo, Indiana, about a half-hour drive from home. The trip to Chicago would have worked out, but when I looked at the return I saw that the Capitol Limited, which might have gotten me home at a reasonable hour, was sold out. The Lake Shore Limited wouldn't get me back to Waterloo until around 1:30am, if it's on time, and that's entirely too long a day for me to willingly subject myself to. What struck me is that the Capitol is sold out for that date. Tell that to the legislators who think nobody wants to ride trains.

 

So, it's a 115-mile drive to Michigan City and probably a rattly, somewhat jiggly ride, depending on what equipment is in the consist of the South Shore train I catch, and after I'm done in Chicago, a rattly-jiggly ride back to Michigan City and another 115-mile drive home. It sure would be nice to have some options. Flying is a bother for no more distance than is involved, and way too expensive, and I'm averse to unnecessary long drives, especially since I'll probably be leaving for home right at the peak of Chicago rush-hour traffic.

505 Capitol Ct. NE Suite 300 w Washington, D.C. 20002-7706

National Association of Railroad Passengers

Phone 202-408-8362 w Fax 202-408-8287 w [email protected] w http://www.narprail.org

 

 

FOR IMMEDIATE RELEASE (#11-07)

April 6, 2011

 

Contact: Sean Jeans-Gail – 202-408-8362 [mobile: 202-320-2723]

 

Passengers ask Congress to support demand for modern, energy-efficient trains

 

The National Association of Railroad Passengers is asking Congressional leaders to recognize the importance of enabling more Americans to travel by train rather than zeroing out the high-speed rail program and crippling Amtrak’s existing network.  This request takes on more urgency when considering the superior energy efficiency of trains, the world energy situation, the growing U.S. population and the desire of Americans for alternatives to congested roads and airports.

 

House Budget Committee Chair Paul Ryan released a budget plan yesterday that would cut $5.8 trillion from the current baseline over the next 10 years.  The fiscal year 2012 budget resolution allocates zero spending on the high-speed rail program.  The resolution argues that intercity passenger trains should only be funded only when “they can be established as self-supporting commercial services.”  This applies a double standard to trains not required of other forms of transportation.

 

NARP supports Chairman Ryan’s willingness to engage the difficult questions that the deficit poses.  However, in times of diminished resources, money should be spent on projects that will meet multiple national goals and objectives.  Doubling down on an strategy of under-investment in passenger trains and transit will just intensify existing problems with congestion, lost economic productivity for businesses, increase the importation of oil, all while exposing our children to more airborne pollution.

 

While Ryan pointed to “governors across the country… rejecting federally-funded high-speed rail projects”, the Department of Transportation announced Monday that 25 states (including the District of Columbia) have applied for the federal funds Florida rejected—including Governor Scott Walker of Wisconsin, who had previously turned down a high-speed rail grant.

 

And governors in Washington, Illinois, and North Carolina have recently negotiated final agreements with U.S. DOT and host railroads, allowing track work to proceed just in time to create thousands of jobs for the summer construction season.  This will be critical for construction workers and their families, in an industry that has been among one of the most hard-hit by the recession.

 

 

###

Statement of U.S. Transportation Secretary Ray LaHood on High-Speed Rail

 

--------------------------------------------------------------------------------

  U.S.Department of Transportation

Office of Public Affairs

Washington, D.C.

www.dot.gov/affairs/briefing.htm

News

--------------------------------------------------------------------------------

DOT 44-11

Wednesday, April 06, 2011

Contact: Brie N. Sachse

Tel.: (202) 366-4570

 

Washington, DC – U.S. Transportation Secretary Ray LaHood issued the following statement today regarding the $2.4 billion available for High-Speed Rail:

 

“Today, we are another step closer to delivering an innovative, national transportation network that brings new jobs and economic opportunity to the American people. Since I announced the availability of an additional $2.4 billion for high-speed rail projects, governors and members of Congress have been clamoring for the opportunity to participate. That’s because they know that high-speed rail will deliver tens of thousands of jobs, spur economic development across their communities and create additional options for their citizens as the country’s population grows. We have received more than 90 applications from 24 states, the District of Columbia and Amtrak for projects in the Northeast Corridor, with preliminary requests totaling nearly $10 billion dollars. We are extremely pleased to see the bipartisan enthusiasm behind all of the requests to get into the high-speed rail business. Thanks to President Obama’s bold vision for a national high speed rail network, we will win the future for America.”

 

Additional background:

 

Showing bi-partisan support for President Obama’s High-Speed Rail program, 24 states, the District of Columbia and Amtrak (for projects in the Northeast Corridor) submitted just under $10 billion in funding requests. 

 

California

Michigan

Rhode Island

 

Connecticut

Minnesota

South Carolina

 

District of Columbia

Missouri

Texas

 

Georgia

North Carolina

Utah

 

Illinois

New Mexico

Vermont

 

Kansas

Nevada

Washington

 

Massachusetts

New York

Wisconsin

 

Maryland

Oregon

 

Maine

Pennsylvania

 

 

 

The application period for the $2.4 billion of high-speed rail money closed on April 4.  Now, the Federal Railroad Administration (FRA) will begin its official review of the applications.  A merit-driven process will be used to award the newly available high-speed rail dollars to projects that can deliver public and economic benefits quickly. A project’s ability to reduce energy consumption, improve the efficiency of a region’s overall transportation network, and generate sustained economic activity along the corridor are among the selection criteria.  At this time, a date for the announcement of project selections has not been determined.  Information about the Notice of Funding Availability can be found here: http://www.fra.dot.gov/rpd/passenger/477.shtml. 

 

President Obama’s vision is to connect 80 percent of Americans to high-speed rail within the next 25 years.  To put America on track towards that goal, the Obama Administration has proposed a six-year, $53 billion plan that will provide rail access to new communities; improve the reliability, speed and frequency of existing lines; and, where it makes economic sense, build new corridors where trains will travel at speeds of up to 250 miles per hour.

 

The Obama Administration’s investments in high-speed rail are also projected to create hundreds of thousands of good-paying jobs in the United States. Jobs will be created both directly in manufacturing, construction and operation of rail lines, and indirectly, as the result of economic developments along rail corridors.

 

 

A “Buy America” requirement for high-speed rail projects also ensures that U.S. manufacturers and workers will receive the maximum economic benefits from this federal investment. And, in 2009, Secretary LaHood secured a commitment from 30 foreign and domestic rail manufacturers to employ American workers and locate or expand their base of operations in the U.S. if they are selected for high-speed-rail contracts.

Gee, where's Ohio in that list?

I thought there was some kind of movement in northern ohio to pull something together..?

Gee, where's Ohio in that list?

 

Funny. :laugh: :laugh: :laugh:

No New Jersey? :cry:

CSX Chief Says He ‘Can’t Be Part of’ Obama High-Speed Rail Plan

By Lisa Caruso - Apr 6, 2011 3:53 PM ET Tweet inShare.13More

 

CSX Corp. (CSX) “can’t be part of” President Barack Obama’s rail vision because passenger trains don’t make money and high-speed trains don’t belong on freight tracks, Chief Executive Officer Michael Ward said.

 

“I’m a corporation. I exist to make money, OK?” Ward said today in an interview at Bloomberg’s New York office. “You can’t make money hauling passengers, so why would I want to do that? That wouldn’t be fair to my shareholders.” CSX is the third-largest major freight railroad in the U.S. by revenue.

 

If CSX were to advocate for high-speed rail, he said, “it’s then ‘why aren’t you donating part of your infrastructure to that?’ which I can’t do and be true to my obligation to my shareholders.”

 

Read More At:

http://www.bloomberg.com/news/2011-04-06/csx-chief-says-he-can-t-be-part-of-obama-high-speed-rail-plan.html

What an narrow viewpoint. And, gee, I didn't realize that CSX was earning its cost of capital. How could it change that? By attracting high-value shipments that it lost to trucks decades ago. How does it attract those shipments? By rebuilding its infrastructure capable of hosting fast freight trains. How can it afford rebuilding its infrastructure in such a manner? By using public investments in passenger trains to create it.

 

To me, this screams out for passage of laws to allow public-benefit corporations and/or include tax incentives for private investments that are made for public benefit and not necessarily for shareholder benefit.

Doesn't the law require the freight companies to allow Amtrak to operate on their tracks? Someone should also point out to CSX that having slow passenger trains on their tracks while other companies get on board the fast trains idea also will not help his business.

No New Jersey? :cry:

 

Amtrak made requests for projects in New Jersey. See their press release farther up this thread at http://www.urbanohio.com/forum2/index.php/topic,2068.msg552653.html#msg552653

 

Sure would be nice if Amtrak made similar requests for Ohio, but different rules apply for the Northeast Corridor.

You would never want "real" HSR to share with freight anyway-- You would want 150+MPH HSR on dedicated tracks...  Amtrak outside of most of the NEC is always on Freight tracks, hence the delays, speed limits, etc.

 

And he's completely wrong- HSR is profitable.  Slow passenger rail is not.

Wow, the eastbound Amtrak Lake Shore Limited runs on-time so often nowadays that a resident of Cleveland's Battery Park neighborhood uses it to wake him up each morning for work....

 

http://www.urbanohio.com/forum2/index.php/topic,653.msg553348.html#msg553348

Reading through the latest NARP news, I found the following tidbit.  This is why I'm out of the advocacy business for the time being, if not permanently.  We've been fighting the same worn out, ignorant, nonsensical, empty-headed political flatulence from Republican rail opponents as well as a sickening lack of intelligent, meaningful push-back from both Democrat and Republican rail supporters for 40 years.  It didn't take this long to get the US highway system funded and built, or once proposed, get the Interstate system funded and construction well under way once proposed.

 

I obviously haven't been smart enough to figure out how to outsmart moronic legislative hacks like Paul Ryan below, or in Ohio Tom Patton and several of his Republican colleagues, who are more interested in playing petty politics with an issue than doing what's right, necessary, and desperately needed for their state and the country:

 

Ryan Budget; NARP Response

House Budget Chair Paul Ryan (RWI)

on April 5 released a FY 2012 budget

plan which zeroes out the high speed

and intercity passenger rail program and

makes undetermined cuts to Amtrak.

The plan’s narrative says “high-speed

rail and other new intercity rail projects

should be pursued only if they can be

established as self-supporting commercial

services. The threat of large, endless

subsidies is precisely the reason governors

across the country are rejecting federally-

funded high-speed rail projects.”

 

 

Then there is this one.  While the idea of competitive rail operators has merit, ignorant people in places of influence like John Mica have a blatantly obvious cognitive disconnect:  why isn't he also calling for private-sector involvement in highways too?  Especially since the Highway Trust Fund has had to be bailed out for the past 3 years and more bailouts on the way.  And again, there is a sickening lack of meaningful push-back from rail supporters in Congress and the Whitehouse:

 

"Rep. John Mica (R-FL), full committee

chairman, again called Amtrak a “Soviet-

style” railroad. He lauded efficiency

gains that he said opening passenger

train routes to private operators would

bring...

Amtrak V.P.—Policy & Development

Stephen Gardner argued that, while competition

sometimes reduces costs, it can

also increase fragmentation and reduce

network efficiency: “Increased private

sector involvement is not a substitute for

adequate, consistent and assured federal

funding...federal funding for intercity

passenger rail service is the only way

to attract—and maintain—private sector

participation and financing.”

 

 

So, year after year, we're stuck in our cars literally and figuratively.  Literally because we don't have enough rail alternatives to driving, and figuratively because fighting this battle has been like sitting in our cars, engine running, with the transmission in park and the accelerator pushed to the floor.

 

Sorry folks, but this is what advocacy burn-out looks like.  It's probably a good thing I'm uninvolved...

 

 

 

 

 

Gildone, interstate highway advocacy got its start in 1916 with the passage of the first federally funded road development program. The first federally funded intercity rail development program wasn't passed until 2008. So it was another 40 years before the highway folks got their greatest victory, and they still have to deal with us rail advocates. They will never get rid of us, just as we will never get rid of them. Maybe it's time we actually tried to get along for a change -- for the betterment of all transportation and for the betterment of this nation. There will always be extremists on both sides, and you just have to filter them out. It's too bad their extremists got to you, because we lost a good advocate as a result.

The first step the interstate highway system was the 2-lane US highways which began construction after WWI.  That's what I mean. That wasn't 40 years from idea to construction.  The grade-separate limited-access highway idea came along later and the hard push for it didn't occur until after WWII.  Then the Interstate Defense Highway Act was passed in 1956.  That wasn't 40 years either. 

 

It's not just the extremists that we're fighting. John Mica is not an extremist, but he only knows just enough to be dangerous.  My point is that we've keep hearing the same ignorant nonsense from the same camp of politicians with no meaningful push-back from their colleagues who should damn well know better by now.  We're fighting ignorance on BOTH sides. 

 

Also, I doubt there was the same kind of political motivation during the push for highways that we're seeing with rail-- specifically that is that a lot of Republican opponents are only opponents right now because Obama and the Democrats are pushing for rail development.  Look at what so many flip-flopping Republicans did in Ohio last year.  And Ohio's press was complicit in the whole thing either deliberately (like the Dispatch) or simply because they do so little real journalism anymore. 

 

It's not they they "got to me"  I just expended what was left of my reserves of energy during the 3C fight.  I was already running on fumes then from other matters that happened prior to that which you are aware of.  I just don't know if/when my batteries will recharge enough that I'll be ready to jump back in. 

Yep, life's a bitch. But since we haven't found the right doorways to success in Ohio, then that only means we haven't tried enough doors.

Yep, life's a bitch. But since we haven't found the right doorways to success in Ohio, then that only means we haven't tried enough doors.

 

I know, but after trying doors for 40 years, I hope we find the right ones real soon...

Amtrak news release:

 

Best March ever makes 17 consecutive months of year-over-year growth

 

WASHINGTON, April 7, 2011 --  March marked 17 consecutive months of year-over-year ridership growth for Amtrak, was the best March ever for the company and puts America's Railroad on track to set another annual ridership record.

 

"Our ridership has grown more than 36 percent since 2000, and I expect that trend to continue – and if gas prices continue to rise – to accelerate. Our only restriction will be the available capacity," Amtrak President and CEO Joe Boardman told a House Appropriations committee today that is considering the national passenger railroad's FY 2012 budget request.

 

This strong performance is part of a long-term trend that has seen Amtrak set annual ridership records in seven of the last eight fiscal years, including more than 28.7 million passengers in FY 2010.

 

Specifically, there was a 5.5 percent increase in riders in March 2011 vs. March 2010, or more than 137,000 passengers. The 17 straight months of year-over-year ridership growth spans from November 2009 to March 2011 and averages a 6.3 percent growth rate over this period.

 

Comparing the first six months of FY 2011 (October to March) to the same time period in FY 2010 shows ridership is up 5.9 percent, or 802,745 passengers. In addition, during that same period ridership has increased on all three of Amtrak's major business lines: Northeast Corridor up 3.9 percent, state-supported and other short distance corridors up 7.7 percent, and long-distance trains up 5.3 percent.

 

Over the past six months ridership also is growing onboard most individual Amtrak train routes and across the country with strong gains in the Northeast, Southeast, Midwest, and California. The national ridership numbers for this period are likely to have been even higher if not for the harsh winter weather in the Pacific Northwest that resulted in frequent track closures due to the repeated occurrences of mudslides.

 

Factors contributing to the continued success of Amtrak include an improved economic environment allowing recovery of business travel along the Northeast Corridor, high gasoline prices which are trending higher, the increased appeal and popularity of rail travel, effective marketing campaigns, and the added benefit of Wi-Fi on the high-speed Acela Express trains.

 

To view the complete release and ridership charts, visit Amtrak.com.

 

The first step the interstate highway system was the 2-lane US highways which began construction after WWI.  That's what I mean. That wasn't 40 years from idea to construction.  The grade-separate limited-access highway idea came along later and the hard push for it didn't occur until after WWII.  Then the Interstate Defense Highway Act was passed in 1956.  That wasn't 40 years either.

 

The first attempt at planning for a national system of roadways was the Pershing map, the creation of which was undertaken in 1921. This followed the experiences of Transcontinental Motor Convoy of 1919 in which Dwight Eisenhower participated. The Bureau of Public Roads descended from the Office of Road Inquiry which was created in 1893.  It is somewhat narrow to think that the vision for a national system of motor highways started with construction following WWI, especially since the anti-rail sentiment that stimulated the government to consider undertaking a taxpayer funded alternative began nearly 50 years before that.

 

People who argue that the government shouldn't compete with the private sector (or that passenger rail should be a private sector initiative), seem to forget history.

 

 

It is somewhat narrow to think that the vision for a national system of motor highways started with construction following WWI...

 

People who argue that the government shouldn't compete with the private sector (or that passenger rail should be a private sector initiative), seem to forget history.

 

 

Not exactly what I said.  Implicit in the statement I made which you were responding to, was that I was stipulating to KJP's reference to 1916.  At least that was my intent, which I could have communicated more clearly.

 

It's not that people forget history, it's that too many of them don't know history to begin with.

 

 

Budget Deal Cuts Into Unused Transport Money

2011 intercity rail grants wiped out; some highway spending authority rescinded

 

John D. Boyd | Apr 12, 2011 2:14PM GMT

The Journal of Commerce Online - News Story

 

Pending budget cuts from last week’s deal to avert a government shutdown will take a deeper bite out of transportation funds, but industry and government sources say the ones that could most affect freight-related projects won’t disrupt current programs.

 

Out of that accord, the House Appropriations Committee’s continuing resolution to fund federal agencies through the end of September eliminates all new 2011 funding for the Department of Transportation’s High Speed and Intercity Passenger Rail program, and reaches back into past-year approvals to rescind $400 million not already spent.

 

On paper that cuts a total of $2.9 billion from a grant pool used to invest in track and signal improvements that mostly upgrade freight rail corridors to handle new or added Amtrak passenger service. Program administrators say freight operations benefit as well from the added capacity and reductions in road crossings over train tracks.

 

Read more at: http://www.joc.com/government-regulation/budget-deal-cuts-unused-transport-money

FOR IMMEDIATE RELEASE

April 12, 2011    ATK-11-049

Contact: Media Relations

202 906.3860

 

TOP FIVE PRIORITIES OF AMTRAK FOR NEXT SURFACE TRANSPORTATION BILL

 

WASHINGTON –“The development of intercity passenger rail and Amtrak’s national system should be afforded a significant role in the nation’s federal surface transportation programs,” said Joe McHugh, Amtrak vice president for government affairs and corporate communications in written testimony recently provided to the House Transportation and Infrastructure Subcommittee on Railroads.

 

As America’s intercity passenger railroad and its only current operator of high-speed service, Amtrak believes the rail section of the new federal surface transportation bill now being developed by Congress should include these top five priorities:

 

•provide dedicated, multi-year funding for intercity and high-speed rail;

•establish a national investment strategy;

•create a clear and leading role for Amtrak;

•ensure coordinated corridor planning and project execution; and

•address liability and insurance issues.

 

Mr. McHugh added that “if our nation’s intercity passenger rail system – and the transportation system of the United States as a whole – is to be developed and sustained, it is imperative that Amtrak and other federal rail programs be integrated into a comprehensive and truly multi-modal surface transportation authorization bill.”

 

 

About Amtrak®:

Amtrak is America’s Railroadsm, the nation’s intercity passenger rail provider and its only high-speed rail operator.  A record 28.7 million passengers traveled on Amtrak in FY 2010 on more than 300 daily trains – at speeds up to 150 mph (241 kph) – that connect 46 states, the District of Columbia and three Canadian Provinces.  Amtrak operates trains in partnership with 15 states and four commuter rail agencies.  Amtrak also is a strong financial performer achieving an 85 percent cost-recovery ratio in FY 2010.  Enjoy the journeysm at Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.  Join us on Facebook at facebook.com/Amtrak and follow us on Twitter at twitter.com/Amtrak.

RSI: Keep safety, passenger funding intact   

Tuesday, April 12, 2011 

 

Testifying before the US House of Representatives Committee on Transportation and Infrastructure Subcommittee on Railroads, Pipelines, and Hazardous Materials last week, Railway Supply Institute President Tom Simpson asserted “decisions made during the debate of reauthorizing The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA LU) will have a profound impact on the rail supply industry.”

 

RSI says railway suppliers are just beginning to enjoy a modest recovery from the recent economic downturn, but are wary of the future.

 

RSI submitted five program recommendations to the Committee that will provide more certainty in the marketplace, continue to ensure public safety, and stimulate intercity passenger rail development.

 

Read more at: http://www.railwayage.com/breaking-news/rsi-keep-safety-passenger-funding-intact-3016.html

U.S. high-speed rail 'myths' debunked

 

(CNN) -- Are proposed multibillion dollar high-speed railway projects in the United States a smart move or a huge waste of taxpayer dollars?

 

CNN.com users are challenging politicians, policymakers and each other about whether the Obama administration's push to build high-speed rail lines in the Midwest, West Coast and elsewhere is on the right track.

 

Many users want proof that high-speed rail can be a profitable, efficient job generator to help raise the sagging U.S. economy when compared with other types of transportation.

 

Experts -- including the two most powerful congressional lawmakers on rail issues, think-tank specialists and policymakers at the Department of Transportation -- have directly responded to CNN.com user comments.

 

Read more at: http://www.cnn.com/2011/POLITICS/04/13/high.speed.rail.fact.check/index.html

^ Can you provide the missing link?

^ http://www.cnn.com/2011/POLITICS/04/13/high.speed.rail.fact.check/index.html

 

Excellent information by the way.

^ Can you provide the missing link?

 

^ Can you provide the missing link?

 

ha ha  :roll:

U.S. high-speed rail program hit by deep budget cuts

By Steve Kastenbaum, CNN Radio correspondentApril 13, 2011 11:21 a.m. EDT

 

(CNN) -- President Barack Obama's plan for a national high-speed rail network suffered a serious setback as a result of the fight over budget cuts. No money will be allocated for high-speed rail projects for the remainder of 2011.

 

Supporters have pointed to the plan as a job creator and economy booster, while critics have expressed doubts about whether spending billions of dollars on high-speed rail is the best use of federal funds.

 

The news came as a blow to high-speed rail advocates such as Petra Todorovich of the Regional Plan Association in New York. "Obviously, it's a disappointment for many of the states that were seeking funding from the high-speed rail program," Todorovich said, "and it's a loss of momentum as we scale up for the president's ambitious proposal."

 

Read more at: http://www.cnn.com/2011/POLITICS/04/13/high.speed.rail.cuts/index.html?hpt=T1

^ Can you provide the missing link?

 

 

Thanks, that's the one I was looking for. ;)

U.S. high-speed rail program hit by deep budget cuts

By Steve Kastenbaum, CNN Radio correspondentApril 13, 2011 11:21 a.m. EDT[/size][/color]

 

Our congress has become such a 3-ring circus it's truly depressing. 

How many of your tax dollars went to passenger trains?

Monday, April 18, 2011

 

Today was the deadline for filing your income taxes.  If you’ve ever wondered exactly where your money went, you’ll be interested in a new tool available online.

 

Where Did My Tax Dollars Go? helps you to get an exact breakdown of how your taxes are spent by providing information extrapolated based on your net income.  Since there is a lag in the budgetary process, the website can only tell you how your money was spent last year.  But it’s certainly a helpful tool for passenger train advocates, given the furor over the “large” amount of money that has been invested in high-speed rail.

 

For instance, if you made $50,000 in 2009, over fiscal year 2010 you would have contribute about $222 to transportation.  Of that figure, you would have spent:

Read more at:http://www.narprail.org/cms/index.php/narpblog/how_many_of_your_tax_dollars_went_to_passenger_trains/

Cross-posted from the Rethinking transport in USA.......

 

Editorial

How Not to Plan for the Future

Published: April 20, 2011

 

The agreement between Congress and the White House to virtually eliminate money for high-speed rail is harebrained. France, China, Brazil, even Russia, understand that high-speed rail is central to future development. Not Washington.

 

The budget package eliminated about $1 billion that President Obama had wanted to add to the current budget, and it rescinded $400 million of $2.4 billion that was already designated for high-speed rail this year.

 

That money was supposed to go to Florida, but it’s now up for grabs after Gov. Rick Scott mindlessly rejected a plan to build the first high-speed rail corridor between Orlando and Tampa. Despite the vast support of business, Governor Scott claimed it would be too costly for the state government. It turns out that a lot of other governors — including 11 of Mr. Scott’s Republican colleagues — would love that money.

 

READ MORE AT:

http://www.nytimes.com/2011/04/21/opinion/21thu1.html?_r=1&partner=rss&emc=rss

http://www.cnn.com/2011/OPINION/04/21/harrod.high.speed.rail.trains/index.html?hpt=T2

 

Riled about rail: Why all the anger over high speed trains?

By Steven Harrod

 

(CNN) -- "Stop the Train" was, literally, a rallying cry for post-Tea Party Republicans this past November.

 

Newly elected GOP governors in Wisconsin, Ohio and Florida have canceled already-funded high speed rail projects.

 

Much of the opposition to rail projects appears to stem not from economic arguments, but from fundamental cultural values on what "American" transportation should be.

Some say there's no nightlife in downtown Cleveland. Amtrak begs to differ! This was the scene at 5:45 a.m. today when I picked up a friend arriving from Chicago at the station...

 

 

 

Union Terminal in Cincinnati suddenly comes to life in the middle of the night when the Cardinal arrives/departs. I think most residents of the city don't know about this, but it is illustrative of the market for rail because there is a genuine spike of activity. You might expect the place to be empty, due to the inconvenience of the times and sparsity of trains, but that is really not the case.

 

I don't mean it's crowded or anything (anyone who's been there knows it would take more than one train departing to make that rotunda feel crowded), but the place definitely comes alive, with cabs out front and a fairly crowded waiting room, etc. I can only imagine what it was like back in the day, with many daily departures and an intact concourse.

 

There is also a very dramatic arrival into the city coming from the east, which must be impressive for someone who's never been and/or is just passing through for Indy or Chicago. You catch the skyline from many angles as you follow the Ohio, simultaneously passing street after street of 19th century architecture of urban NKY. This culminates with the crossing of the river with a great view of the historic Roebling bridge while you head into the cluster of skyscrapers you've been catching a glimpse of for the past 15-30 minutes. (I can't comment about coming from Indy/Chicago, but my bet is it's not as powerful. How could it be?) It almost redeems the pain of an 18 hour train ride from NYC. (Cut this to 6 or 8 hours and flying would only be for business travelers in a rush.)

 

Any idea how recent financial developments might affect plans for daily Cardinal operations?

^ last I heard amtrak plans to make Cardinaldaily- but there is no capital campaign to upgrade track and increase speed yet. The Pacific Surfliner has, for the last several years, been replacing bridges, doubling track, and replacing wood ties with cement ties. All with the goal of bumping speeds up or being able to pass freight trains with added lines. We can only hope for the same here someday.

I haven't heard of any updates on the plans to make the Cardinal run daily. Sorry. And there are no plans to speed it up.

 

The improvements in California are being funded mostly by the state. Since 1990, California has invested more than $2 billion of its own funding to improve, expand and speed-up Amtrak services. Ohio has spent less than $500,000 in state funds on passenger rail in those same 21 years.

I haven't heard of any updates on the plans to make the Cardinal run daily. Sorry. And there are no plans to speed it up.

 

The improvements in California are being funded mostly by the state. Since 1990, California has invested more than $2 billion of its own funding to improve, expand and speed-up Amtrak services. Ohio has spent less than $500,000 in state funds on passenger rail in those same 21 years.

 

Hate to be a pessimist, but we are in a state that does not want to help itself. Anything that happens will be coincidental, i.e., impovements to thru passenger routes which are driven at the federal level. The only route that **might** see improvement on that basis would probably be New York-Cleveland-Toledo-Chicago.

^true, Ohio won't do anything to fix it... but Cincinnati is the only Ohio stop along the Cardinal.  It enters the state from indiana, crosses through Hamilton, then to Cincy and then to Kentucky.  So It's more so if Indiana and Kentucky want to do some work on the line.  Our little stretch wouldn't make much of a difference.  If the Cardinal was ~6 hours to Chicago instead of about 9 I would totally take it.  9 hours is just too much for me :(

I haven't heard of any updates on the plans to make the Cardinal run daily. Sorry. And there are no plans to speed it up.

http://statejournal.com/story.cfm?func=viewstory&storyid=90789

 

The improvements in California are being funded mostly by the state. Since 1990, California has invested more than $2 billion of its own funding to improve, expand and speed-up Amtrak services. Ohio has spent less than $500,000 in state funds on passenger rail in those same 21 years.

 

wow-- that's depressing. 

I know there are no plans; I was just wishfully thinking. The Cardinal b/t CIN and WDC is probably to circuitous (and perhaps too rural) to be prioritized for a major overhaul, anyway. Cin>Ind>Chi, on the other hand, would be a perfect corridor for HSR upgrades. Cin>Day>Col>Pit>Phi>NYC would also be good. And direct. 3C would've been a good start for that...sigh.

^true, Ohio won't do anything to fix it... but Cincinnati is the only Ohio stop along the Cardinal.  It enters the state from indiana, crosses through Hamilton, then to Cincy and then to Kentucky.  So It's more so if Indiana and Kentucky want to do some work on the line.  Our little stretch wouldn't make much of a difference.  If the Cardinal was ~6 hours to Chicago instead of about 9 I would totally take it.  9 hours is just too much for me :(

 

Don't count on Indiana for support. Governor Daniels refuses to even discuss passenger rail with NIPRA (Northeast Indiana Passenger Rail Association) or MHSRA (Midwest High Speed Rail Association).

Indiana and Ohio are birds of a feather who flock together -- and have the birdbrains to prove it!