Jan. 29, 2007, 6:22AM

ALTERNATE ROUTE TO THE COAST?[/b]

Houston-Galveston line could roll again

Push to revive Texas' oldest railroad renewed

 

 

By HARVEY RICE

Copyright 2007 Houston Chronicle

 

GALVESTON — A passenger train between Houston and Galveston could begin rolling along the oldest rail line in Texas in as little as five years, according to members of a study group trying to make it happen.

 

The group is working on a blueprint for the city of Galveston, which it expects to complete in June, that will specify the costs and construction needs for reviving passenger service that ceased in 1967.

 

http://www.chron.com/disp/story.mpl/metropolitan/4504966.html

Leaders Offer To Pay For Project Overruns

 

William C. Flook, The Examiner

Read more by William C. Flook

Feb 2, 2007 3:00 AM (11 hrs ago)

 

Fairfax - A major Tysons Corner landowner has offered to foot the extra cost of building a Metro tunnel under Tysons, one of the boldest bids to date to resurrect the nixed underground route.

 

In a letter sent Wednesday to Virginia Gov. Tim Kaine, West*Group CEO Gerald Halpin offered to “join other community leaders in an effort to cover” the added price of the tunnel, an alternative to the planned aerial track.

 

“We do not expect this would be difficult given the widely desired preference for the tunnel,” Halpin wrote.

 

A West*Group spokesman declined to say Thursday what other groups would be involved in the effort.

 

Kaine abandoned the tunnel proposal in September after a warning from federal transit officials that building a tunnel under Tysons would risk $900 million in federal funding because of stringent cost-benefit standards. The approximate four miles of track is part of a larger $4 billion, 23-mile extension of Metrorail into Loudoun County.

 

West*Group, the largest landowner in Tysons and a Kaine campaign donor, already is involved in a local movement called Tysonstunnel.org, which was formed to convince officials to reconsider the tunnel.

 

If West*Group’s offer is even possible at this late phase of project planning, it would be unclear exactly how much they would be agreeing to pay. The exact cost of the tunnel over the aerial rail is disputed.

 

The American Society of Civil Engineers concluded last summer that building the first phase of the project to Wiehle Avenue would cost $2.5 billion with a tunnel and $2.25 billion without one. Tysonstunnel.org announced its independent cost estimate this week, which put the cost of the first half of the rail at about $2.4 billion with a tunnel, and said putting the entire project out to bid could reduce the price by $209 million.

 

Also unclear is exactly how much West*Group would stand to gain financially with a tunnel through Tysons. Land values in the area are likely to spike with the addition of a Metrorail tunnel, but less so with an above-ground rail.

 

Dulles Transit Partners, two private firms on track to be selected to build the rail, has not yet delivered a price proposal, which was expected a month ago.

 

West*Group also called for the entire rail project to be put out to competitive bidding, echoing the urgings of local officials and Tysonstunnel.org.

 

A spokesman for Kaine said his office had not yet received the letter and declined to comment.

 

[email protected]

MASSACHUSETTS OFFICIALS MARK COMPLETION OF GREENBUSH BRANCH OF THE OLD COLONY LINE:

 

Lt. Governor Timothy P. Murray flanked by state and local officials marked the connection of the Greenbush branch to the existing Plymouth and Middleboro commuter rail lines. The Greenbush commuter line, the third and final leg of the Old Colony Railroad Rehabilitation Project, extends 18-miles through five towns including Braintree, Weymouth, Hingham, Cohasset, and Scituate.

 

"The Greenbush Line will improve transportation capacity and options for South Shore residents and help to alleviate both highway and rail congestion in this region,” said Lt. Governor Timothy P. Murray. “And, just as importantly, service on the Greenbush line is a critical component in meeting the Commonwealth's environmental and clean-air goals in the years to come."

 

The Greenbush commuter rail line stopped service in 1959, as the Southeast Expressway opened. In response to congested roadways and pollution, the restoration of the Old Colony line was initiated. In 1997, the Plymouth and Middleboro branches of the Old Colony were restored. The Greenbush branch will begin revenue service late summer and will carry approximately 8,400 riders per day with stops at seven new stations along the corridor.

 

"The restoration of the Greenbush corridor will improve transportation and the quality of life for South Shore residents," said Secretary Bernard Cohen. "With Governor Deval Patrick and Lt. Governor Murray placing public transportation at the forefront of their agenda, Massachusetts is moving in the right direction."

 

Service on the Greenbush corridor will include 12 round trips between Scituate’s Greenbush Station and Boston’s South Station, each weekday, and 8 round trips on weekends. 3100 parking spaces will be available along the 7-station branch including 300 at both Weymouth Landing and East Weymouth, 200 at West Hingham, 500 at Nantasket Junction, 400 at both Cohasset and North Scituate, and 1000 at Greenbush.

 

“The first two branches of the old colony line have proved very successful and have attracted more riders than expected,” said MBTA General Manager Daniel A. Grabauskas. “The completion of the third branch of the Old Colony line will relieve congestion on route 3 and the Southeast Expressway, and reduce car pollution.”

 

Beginning in April, signal testing and crew training will begin along the Greenbush corridor. Working in conjunction with Operation Lifesaver, a national organization that promotes rail safety, MBTA officials have been educating towns along the Greenbush line on the importance of rail safety. Many of the police, fire, and other public safety officials of the towns Greenbush will serve have completed a presenters training program, allowing them to teach the public about railroad safety. (MBTA - posted 2/06)

 

BOSTON'S NORTH STATION CONCOURSE DOUBLES IN SIZE:

 

MBTA General Manager Daniel A. Grabauskas and Delaware North Companies, Executive Vice President Charles Jacobs officially opened the newly expanded and renovated commuter rail waiting area at North Station. Upon receiving feedback from commuter rail customers using North Station, Delaware North, owners of the TD Banknorth Garden, and the MBTA joined efforts to address customer concerns.

 

“Partnering with Delaware North on this project has resulted in a complete makeover of North Station that provides thousands of daily Commuter Rail customers with a user-friendly, state-of-the-art, transit hub,” said Grabauskas. “The transformation of the concourse area is a significant milestone for the MBTA as we continue to put the customer’s needs first.”

 

The North Station concourse area has undergone a seven-month, five million dollar overhaul resulting in 20,000 square feet of additional space. The enhanced area accommodates an oversized customer-waiting area with tables, chairs and benches in a comfortable air-conditioned or heated environment. Additional amenities include: larger restrooms, enhancements to accessibility and pedestrian flow, and a large, overhead electronic board with up-to-the minute schedule and track information.

 

In coming months, customers will have the conveniences of food & beverage vendors, access to an ATM, and other service providers. “Governor Deval Patrick and Lt. Governor Timothy Murray have placed at the top of their agenda the importance of providing convenient, user-friendly and affordable public transportation,” said Transportation Secretary Bernard Cohen. “This project is an investment in the MBTA’s infrastructure, as well as an investment in customers who will benefit from these amenities for years to come.”

 

Tracks and platforms have been moved back nearly 80 feet to substantially ease the congestion for all arena visitors and the more than 50,000 commuters who pass through the Garden each workday. This five million dollar expansion project, financed entirely by Delaware North Companies – Boston is sure to enhance the TD Banknorth Garden experience to Garden patrons and commuters alike.

 

“Delaware North is proud to open this huge expansion of North Station,“ said Delaware North Companies, Executive Vice President Charles Jacobs. “For the thousands of commuters who pass through North Station and the patrons of the TD Banknorth Garden, this project is a re-investment in our guests experience.”

 

Each weekday, four Commuter Rail Lines including Fitchburg, Haverhill, Lowell, Newburyport/Rockport travel into and out of North Station carrying approximately 50,000 customers. (MBTA - posted 2/06)

 

http://www.railpace.com/hotnews/

State budget: Transit funds would come from oil firms, turnpike privatizing

Wednesday, February 07, 2007

 

By Joe Grata, Pittsburgh Post-Gazette

 

Gov. Ed Rendell considered putting tolls on interstate highways, raising the gasoline tax and hiking the state realty transfer tax to pay for mass transit and road and bridge projects.

 

But instead he proposed raising more than $1.7 billion a year in added revenue from other sources because they would have "the least impact on the people of Pennsylvania."

 

http://www.post-gazette.com/pg/07038/759991-85.stm

Here's specifically what Gov. Rendell said about the oil company gross profits tax to raise $760 million for mass transit in Pennsylvania (as well as the tail end of his comments on the turnpike lease).....

______________

 

Even if we decide to pursue a transaction involving the Turnpike, such a transaction likely would cover only the $965 million annual cost of highway and bridge repair. It is unlikely to offer a solution that resolves once and for all the estimated $760 million annual cost necessary to reliably operate mass transit systems throughout Pennsylvania. In every corner of the state, our mass transit systems simply cannot fund operations through the fare box alone. And let's be clear about the impact of this problem: Mass transit is not simply somebody else's way to get to work in the morning. Nor is it a southeastern or a southwestern problem. It affects all of us, in every region of Pennsylvania. Without mass transit, many of Pennsylvania's largest companies have no way to get their employees to and from the job. And if that happens, those companies can't generate the tax revenues that are vitally important to the Commonwealth. Mass transit matters to all of us.

 

The Transportation Reform Commission concluded that local transit agencies must step up and continue to implement cost cutting measures. I support that recommendation and I am pleased to report that Allegheny County Chief Executive Dan Onorato has proposed measures that do exactly that. Of course these are not without controversy, but the end result will be appropriate and significant belt tightening by the Port Authority of Allegheny County. We need to apply the same principles to mass transit agencies throughout the Commonwealth.

 

But the Commission pointed out that reforms alone would not close the funding gap. With respect to transit funding, the Commission proposed two actions to raise needed revenue: a 0.9 percent increase in the Realty Transfer Tax, a tax paid on the sale of a house, which would yield $576 million per year; and a contribution from local governments generating $184 million per year. Neither option is very appealing since both add to the tax burden of Pennsylvania citizens. But I believe that we have a credible alternative that does not burden them at all. To the contrary, it requires that those who profit handsomely from the operation of motor vehicles on Pennsylvania roadways must pay their fair share of our transportation funding obligations. We propose a tax on gasoline, but for the first time, we propose to tax those who make gasoline rather than those who buy it.

 

Here's how it works. In theory, Pennsylvania already has a method for taxing the profits of oil companies, because these companies are subject to the Corporate Net Income Tax. But the reality is that only a tiny fraction of the profits earned by the nation's major oil companies in Pennsylvania are subject to this tax. Like many other big corporations, the oil companies have gotten very good at structuring their profit reporting so that our taxes don't apply, even if the money they make comes directly from the pockets of Pennsylvania consumers.

 

It is nothing more than a sophisticated shell game and we need to stop this practice. This budget includes a proposal that excludes oil companies from the CNI, but makes them subject to a new Oil Company Gross Profits Tax. This new tax is structured on a "combined reporting" basis, under which companies that operate in multiple states must provide us with data on all their profits so we can determine what portion of their profits come from Pennsylvania. The Pennsylvania profits would be taxed at a rate of 6.17 percent, or more than 33 percent lower than the current CNI rate of 9.9 percent. Even at this greatly reduced rate, however, the new tax will generate $760 million per year as opposed to the approximately $71 million we collect annually from the seven oil companies that pay the CNI. What's more, I believe that the imposition of this tax places the burden squarely on the shoulders of those who enjoy tremendous benefits from the Commonwealth's operation of state highways and bridges.

 

America's oil companies have earned record profits in the past few years, and these profits come from one source: the pockets of the American people. Since 2004, the oil companies have reaped $368 billion in profits nationwide. Last year, ExxonMobil's profits alone _ $39.5 billion _ were almost 50% larger than the entire $26 billion Pennsylvania budget. And, even more amazingly, ExxonMobil profits in each of the last three years have been the highest ever earned by any corporation in American history.

 

These numbers are mind-boggling _ think for a second about the implications of Exxon making a $4.5 million profit, each and every hour of each and every day, 365 days a year. More importantly, the numbers remind us that instead of asking our citizens to pay yet again to fund our transportation needs, it is time for the oil companies to finally pay their fair share of the transportation tax burden in Pennsylvania. The enabling legislation we will propose will grant to the Attorney General the power to ensure that these taxes are not passed on to our citizens at the pump. Taken together, these two ideas _ a Turnpike lease and the enactment of a new Oil Company Gross Profits Tax _ have the potential to fund our transportation needs in a way that does not unduly burden the average Pennsylvanian. For too long, the public debate has been about choosing between funding transit or highways and bridges. It has pitted region against region, 'urbs against 'burbs, Democrats against Republicans. On transportation funding, the time has come to put aside special interest in favor of common interest.

 

The challenges that we face in meeting our transportation funding responsibilities undoubtedly will require us all to make difficult decisions in the months ahead. I ask you to weigh the options I have proposed and others that have been discussed but I want to make it abundantly clear that we must choose one of them. I also want to emphasize that the Transportation Reform Commission option would place all of the burden of new taxes on Pennsylvania citizens. The option I am proposing places no new burden on our citizens. And the option of doing nothing will destroy both our economy and our quality of life."

 

---

 

The budget that I have introduced today charts a course for long-term growth, and I believe it positions Pennsylvania to regain its rightful place as a leader among the states. I have outlined the challenges that confront us, this year and in the years to come, and I have set forth a detailed plan to address these issues. The Agenda for Progress that I have set forth today includes many new initiatives that will no doubt stir considerable debate among the members of the General Assembly, as well as among opinion leaders throughout Pennsylvania and the general public.

 

I enthusiastically embrace the opportunity to engage on all of these issues. I pledge to you and the public the complete cooperation of the Administration in providing as much information and detail as possible in support of your comprehensive consideration of the budget. I am confident that regardless of our political differences, we can all carry out our respective duties in the spirit of civility and collegiality that has long been a hallmark of state government. Let's work together, and not let our differences pull us apart. The people of Pennsylvania expect no less from us, because like us, they realize that the stakes are enormously high with respect to the opportunities and challenges embodied in this budget. Proud of our progress, yet mindful of the difficult challenges that lie ahead, our fellow citizens know that Pennsylvania is poised for greatness, if only we have the courage to try. Let us resolve to do exactly that, recognizing that together, we cannot fail. Thank you.

FTA discloses new-start capital grants for FY 2008

 

The Federal Transit Administration has issued a list of around two dozen projects in 14 states that are scheduled to get “new start” capital grants totaling nearly $1.4 billion in FY 2008.

 

The following projects with existing full funding grant agreements (FFGAs) are on the list:

 

--Central Phoenix/East Valley Light Rail, Phoenix, $90 million.

--Metro Gold Line Eastside Extension, Los Angeles, $80 million.

--Southeast Corridor LRT, Denver, $78.8 million.

--Largo Metrorail Extension, Washington, D. C., $35 million.

--Ravenswood Line Extension, Chicago, $40 million.

--Hudson-Bergen MOS-2 (LRT), Northern New Jersey, $55.2 million.

--LIRR East Side Access, New York, $215 million.

--North Shore LRT Connector, Pittsburgh, $33.5 million.

--Northwest/Southeast LRT MOS, Dallas, $86.3 million.

--Weber County to Salt Lake City Commuter Rail, Salt Lake City, $80 million.

--Central Link Initial Segment, Seattle, $70 million.

 

Two projects have pending FFGAs:

 

--West Corridor LRT, Denver, $40 million.

--South Corridor I-205/Portland Mall LRT, Portland, Ore., $80 million.

 

Two others are in the proposed FFGA category:

 

--Second Avenue Subway, New York, $200 million.

--University Link LRT Extension, Seattle, $10 million.

 

A total of $72.1 million will be divided between the following projects: New Britain-Hartford Busway, Hartford; Northstar Corridor Rail, Minneapolis-Big Lake; North Corridor BRT, Houston; Southeast Corridor BRT, Houston; Dulles Corridor Metrorail Project-Ext. to Wiehle Ave., Northern Virginia; and Norfolk LRT, Norfolk, Va.

 

source: www.railwayage.com

 

Look at all the Ohio projects on that list!  :cry:

 

I'm not suggesting that any Ohio projects were denied funds. Rather, no Ohio city has any projects that have advanced (or were allowed to advance) to the point that a funding request could be submitted.

Exactly my thought in posting it.  What a shame.

Yes, we have a long way to go to bring Ohio into the 19th century.  :-D

 

How about what PA Guv Rendell had to say? If any Ohio governor said that, I'd go on a week-long bender. Wow!

 

 

Hell, even I'd consider drinking again!

I'd also consider swilling some hooch if Strickland made an announcement like this:

_________________

 

On February 7, Governor Jim Doyle announced his intent to provide $80 million in state funds toward completion of the Chicago -Milwaukee-Madison passenger rail corridor as part of his comprehensive "Growing Milwaukee for Wisconsin's Future" initiative.  Here's an excerpt from the Governor's proposal:

 

Midwest Passenger Rail Bonding -

WisDOT is seeking federal funding to implement an extension of the existing Chicago-Milwaukee Amtrak service to add service to Madison as part of a larger Regional Rail System for a nine state region.

 

Long range forecasts estimate the entire Chicago-Milwaukee-Madison corridor could attract 1.4 million passengers each year and may generate enough revenue to cover operating costs. Governor Doyle’s proposal would provide a total of $80 million in state funds for the project, providing a clear signal to Congress that Wisconsin will match whatever federal funds are appropriated during the biennium.

 

(Source: http://www.wisgov.state.wi.us/journal_media_detail.asp?locid=19&prid=2526)

Democrats See Extended Role For Shore Line East System 

By Ted Mann , Day Staff Writer 

 

Published on 2/9/2007 in Home »State »State News

 

Hartford — House Speaker James A. Amann and a coalition of southeastern Connecticut Democrats called Thursday for a more robust expansion of Shore Line East rail service than that planned by Gov. M. Jodi Rell: bringing every train on the state's second-tier commuter line all the way to New London.

 

One day after Rell presented a budget that would add weekend service and two trips per weekday to the system, which runs primarily between New Haven and Old Saybrook, the Democratic legislators and several municipal officials said they would push for a $32.2 million investment in the line that would enable all its daily trains to reach Union Station in New London.

 

http://www.theday.com/re.aspx?re=f1f08357-374d-4b32-ae45-630b425bb963

 

 

Those who want rail must pay, lawmakers urge

 

— By Daniel Silliman

[email protected]

 

Two state representatives from the Southern Crescent have put together a “taxpayer protection bill” they hope will kill the proposed 26-mile Atlanta-to-Lovejoy commuter rail.

Henry County Rep. Steve Davis (R-McDonough), has authored House Bill 269, which would require each county and city affected by the commuter line to pass a referendum saying it wants the rail line and would help pay for it.

 

If a city or county didn’t pass a special-election referendum supporting the rail line, the commuter train wouldn’t stop in that city or county.

 

http://www.henryherald.com/local/local_story_033222313.html

Lakly and Davis sound like a pair of neocon asshats. :x

 

 

edit: previous adjective was a bit too crude (the pope)

I'm glad I don't live in Georgia...  Ohio has been bad enough. 

 

 

Yeah I heard in Portland they have a lightrail that takes you from the airport right into downtown. That would be pretty damn sweet. No need for a cab or rental car.

Yeah I heard in Portland they have a lightrail that takes you from the airport right into downtown. That would be pretty damn sweet. No need for a cab or rental car.

 

Yeah, just like Cleveland...

I'm glad I don't live in Georgia...  Ohio has been bad enough. 

 

 

 

In other words, downstate Ohio = suburban/rural GA... scary!

I'm glad I don't live in Georgia...  Ohio has been bad enough. 

 

 

 

In other words, downstate Ohio = suburban/rural GA... scary!

 

WTF is that supposed to mean?!?!?!  First off 'downstate Ohio'...who the crap says that??  Second of all 'downstate Ohio' is progressing on a couple of rail transit systems as we speak, not to mention the Ohio Hub project.  I'm not sure what 'upstate Ohio' has been up to, but I know 'downstate' is working on a streetcar system for Cincy, and a lightrail/commuter rail line for the Cincy region.

 

So in other words don't be an pompous ass!

^ boys! boys! be civil.

 

speaking of progressing on projects....

 

 

 

 

Second Avenue Subway Line To Receive Federal Funding

 

February 06, 2007

 

The long-awaited Second Avenue Subway line is slated to get $200 million under President George W. Bush's federal budget for fiscal 2008.

 

MTA officials expect to start construction on the project next month.

 

The MTA expects to start construction next month on phase one of the project, which will run from 96th Street to 63rd Street. The line will eventually run from Downtown to Harlem.

 

Overall, the MTA is asking the government to contribute $1.3 billion to the nearly $5 billion project.

 

http://www.ny1.com/ny1/content/index.jsp?stid=5&aid=66591

 

Yeah I heard in Portland they have a lightrail that takes you from the airport right into downtown. That would be pretty damn sweet. No need for a cab or rental car.

 

Its nice to say we're on par with Portland with something.  :)

Portland MAX Light Rail Expansion, USA

Expansion of the Portland MAX (Metropolitan Area Express) light rail system continues apace. The next phase, due to open in 2009, will add a fourth route.

 

MAX, a 44 mile light rail system with 64 stations, runs east and west from Portland and connects the cities of Gresham, Beaverton and Hillsboro. A new Airport MAX extension provides direct service between downtown Portland and the Portland International Airport (PDX).

 

"The I-205/Portland Mall project has a budget of $557m and will further MAX's influence as a high-capacity transit system."The system has been built in four segments. Eastside MAX Blue Line, opened in 1986, stretches 15 miles eastward to Gresham; Westside MAX Blue Line, opened in 1998, runs 18 miles west to Hillsboro; the $125m Airport MAX Red Line, opened in September 2001, runs 5.5 miles northwest from Gateway Transit Center to PDX airport.

 

 

 

http://www.railway-technology.com/projects/portland/

 

 

I'm glad I don't live in Georgia...  Ohio has been bad enough. 

 

 

 

In other words, downstate Ohio = suburban/rural GA... scary!

 

WTF is that supposed to mean?!?!?!  First off 'downstate Ohio'...who the crap says that??  Second of all 'downstate Ohio' is progressing on a couple of rail transit systems as we speak, not to mention the Ohio Hub project.  I'm not sure what 'upstate Ohio' has been up to, but I know 'downstate' is working on a streetcar system for Cincy, and a lightrail/commuter rail line for the Cincy region.

 

So in other words don't be an pompous ass!

 

ah, namecalling... thanks for proving my point.

enough kids.

Maybe Georgia should look to their neighbors to the south for advice...

 

Governor Crist Could Resurrect High-Speed Rail Project

 

 

Former Gov. Jeb Bush's attempts to kill the high-speed rail project for Florida may have ended in failure.

 

Gov. Charlie Crist is expected to consider filling the vacancies on the Florida High Speed Rail Authority that Bush refused to appoint. Toot toot.

 

Opponents have consistently accused the former governor of being aloof and arrogant and his actions, at least in trying to kill the high speed rail, might have tended to back up that claim.

 

Bush turned on a friend who had given him moral, financial and tactical support in the years between his 1994 loss to Democratic Gov. Lawton Chiles and his eventual victory in the race for governor in 1998 because of the high-speed rail issue.

 

C.C. "Doc'' Dockery of Lakeland had been an early and loyal supporter.

 

But Dockery did something Bush didn't like.

 

He spent $3 million of his own money to get an amendment on the ballot in 2000 to mandate that the state build a high-speed rail system after Bush ended an earlier bullet train project.

 

Fifty-three percent of the voters approved it.

 

Bush didn't like it and tried to stop it at every turn.

 

He appointed members to the High Speed Rail Authority he knew to be opposed to the bullet train idea or who at least had not taken a position.

 

Some turned in favor of the system once they were on the authority.

 

Bush said it would cost taxpayers enormous sums.

 

He had an outside group and the help from then-Chief Financial Officer Tom Gallagher to get enough petition signatures to put the issue back on the ballot.

 

The amendment to remove the mandate from the state constitution passed in 2004.

 

The governor thought he had won.

 

He even wrote a letter suggesting that since that the amendment had been removed, the authority should dissolve itself.

 

Well, they couldn't do that because the authority had been created by the Legislature and not the executive branch - separation of powers and all that.

 

The Legislature never did dissolve the authority and the authority members went about finishing up plans for the initial route from Orlando to Tampa and then went into hibernation waiting for a new governor.

 

Now about all that money; authority members said they only wanted the $70-plus million annually that had been approved but never appropriated in the DOT budget.

 

Fares would take care of the rest of the expenses, which would be up to the private operator of the train system, they said.

 

The nine-member Florida High Speed Rail Authority is made up of members appointed by the speaker of the House, the president of the Senate and the governor.

 

When his appointees' terms ran out, Bush did not appoint replacements.

 

Now that Crist is in office with a decidedly different style, the authority members and high-speed rail supporters say they see the strong possibility he will bring the authority back to full strength - and they can again start the first leg of the rail system.

 

-Weber County to Salt Lake City Commuter Rail, Salt Lake City, $80 million.

 

60 years on, they resurrect, in concept, the old Bamberger Electric

 

 

 

If you want to see what transit there is in Europe and elsewhere go to: urbanrail.net there are maps for systems in many European cities. Amazing.

Yeah I heard in Portland they have a lightrail that takes you from the airport right into downtown. That would be pretty damn sweet. No need for a cab or rental car.

 

Its nice to say we're on par with Portland with something.  :)

 

err...not quite, but it is better than Cincy.  I bet thats encouraging!

"Beware Washington -- Cincinnati Subway a Fiasco!"

 

Recently I came across a Washington Post article comparing the Metro, then under construction a facing a financial crisis, to the infamous Cincinnati subway.  A fairly well-researched article (certainly better than most by Cincinnati Enquirer writers who despite the tunnel being just a five minute walk from their office have done much to contribut to wild subway rumors) although two inaccuracies were comparisons between the Race St. station and anything on the Washington Metro...perhaps understandable since the Metro hadn't actually opened yet but still the Race St. station has dozens of pillars while there might not be a single pillar on the entire Metro.  Also the Race St. station has two parallel island platforms similar to the 4-track NYC stations, however there is only space for a single track between the platforms and in fact the odd center third track is actually only a pair of stubs intended for interurbans making the Race St. station their terminus.  Second is the description of Cincinnati's suface alignment...there are several options for future surface alignments using the tunnel, Green Township via the C&O ROW and Northside/I-71 specifically.     

 

http://www.mecklenborg-photo.com/subway/subwayarticle-1975.jpg

 

Sorry about the size of this file, which is about 1.5mb. 

 

I don't know much about how Metro was funded, but there was a fairly serious attempt to kill it in the late 70's after just the core sections of the Red and Orange/Blue lines had opened, maybe 15 stations.  Anyway, the question remains how so many of our nation's politicians are oblivious to the benefits of a first-rate transit system when one exists in our capital?   

eh.

 

 

Money Issues Could Halt 7 Line Extension

 

February 14, 2007

 

The MTA said Wednesday that it cannot afford to pick up any cost overruns from extending the number 7 line to Manhattan's West Side, possibly putting the project in jeopardy.

 

The city had agreed to pick up the entire tab for the estimated $2.1 billion project. But it could wind up costing much more, and the MTA says it won't make up the difference.

 

The project would extend the 7 line to 34th Street and 11th Avenue. But the possible construction of a subway stop at 10th Avenue and 41st Street would add another quarter-billion dollars to the original estimate.

 

The mayor's office says the city has no plans to put additional money towards the project, and they point out that development in the area will bring the MTA billions of dollars in new tax revenue.

 

Tunneling was expected to begin this summer. 

 

http://www.nmrailrunner.com/news_Santa_Fe_Alignment.asp

 

Transportation Secretary Faught Selects Rail Runner Route to Santa Fe

(2-14-07) SANTA FE – State Transportation Secretary Rhonda Faught announced today that Interstate 25 median will be used to bring Rail Runner Express Commuter Train from Bernalillo to Santa Fe, concurring with the Santa Fe Metropolitan Planning Organization recommendation.

 

"This route was selected after extensive public comment and community input,” Faught said. “This route will have the least impact on communities while serving a majority of residents in and around Santa Fe area.”

 

More at above link:

I know things can get frustrating at times. I'm not immune either. But let's take a deep breath here. OK?

Not a very-well informed writer, but it's important to be able to see the drivel conjured by allegedly respectable people....

______________

 

 

L.A.TIMES -- Print Edition: Opinion 

 

 

 

Bullet trains won't get us anywhere

California should abandon its expensive pipe dream of high-speed rail transport.

 

By James E. Moore, JAMES E. MOORE is chairman of the department of industrial and systems engineering at USC, director of the transportation engineering program and a researcher with the USC Center for Risk and Economic Development.

 

February 11, 2007

 

THE MAIN problem with Gov. Arnold Schwarzenegger's 2007-08 budget proposal to cut funding for the California High-Speed Rail Authority is that it does not go far enough. Instead of eliminating 90% of the agency's funding, he should shut the thing down permanently.

 

The bond measure to pay for the first leg of the rail system, first set for the 2004 ballot but delayed twice by the Legislature, should be removed from the 2008 ballot and canceled. Public resources would be better spent on just about anything else, including delta levies, roads, prisons and schools.

 

The rail authority wants to link Sacramento and the San Francisco Bay Area to Los Angeles and San Diego by building a rail system for trains traveling at more than 200 mph. Established in 1996 and made a permanent agency in 2002, it has worked to convince politicians and voters that a bullet train is a viable alternative to building more roads and airports.

 

Unfortunately, the system's financial plan is weak. A Federal Transit Administration review of urban rail projects in such cities as Miami, Baltimore, Atlanta and Washington, released in the early 1990s, shows that cost and ridership estimates issued by public agencies are invariably too optimistic. Given the exceptional scope of its plan, the high-speed rail authority's figures appear to be no exception.

 

Even if the cost of precision, high-technology railways running hundreds of miles — routed through tunnels under mountain ranges and grade separated at more than 1,000 intersections — did not exceed the $40 billion the authority projects, the system would never recoup its capital costs through fares and fees. To do that, the fare for a ride on the mythical bullet train would have to be about twice as high as that for an average-priced ticket on a commercial aircraft. Transportation that is slower — and more expensive — than aircraft cannot compete with aircraft.

Europe has a high-speed rail system that out-competes cars and planes for trips ranging from 120 miles to 230 miles, but there are good reasons for that. Gasoline prices in Europe are, at a minimum, twice those in California. Airline deregulation came late to Europe, making it more expensive to fly in those countries. More Americans than Europeans use their cars to make trips longer than 300 miles, and more Americans than Europeans board low-cost jets to travel to destinations less than 500 miles away. Even with environments better suited to high-speed rail service, the Japanese and Europeans still have to subsidize their systems.

 

The 2004 train bombings in Madrid demonstrate a lethal point: Trains are a security nightmare. The safe operation of a high-speed train system requires securing the entire right of way. The 2005 Metrolink crash near Glendale was caused by a Jeep Cherokee deliberately parked on the tracks at an intersection. We do not have the means to secure rail rights of way adequately in the Los Angeles area, much less for a new statewide network. Airplanes are secured at airports. Once they are in the air, security problems are virtually eliminated.

 

California's population growth and strong economy may eventually overtax the capacity of its airports, but airports are much cheaper to build or expand than a high-speed rail network. A new, top-of-the-line airport might run about $10 billion. A substantial increase in capacity at LAX would cost about the same, but $5 billion would buy a lot of airport in Palmdale because land there is cheaper.

 

If airport congestion became acute, airfares would rise, which would effectively curb air-travel demand in the short term. Eventually, though, the day will come when regional and national interests will require greater airport capacity, and cities and counties may have to use eminent domain to expand their metropolitan airports. If we feel civic guilt about this, displaced residents should receive a premium above market value for their property. Such generosity would still cost only a small fraction of a statewide high-speed rail system.

 

 

 

 

 

Letters To The Times

 

Letters should be brief (250 words or less) and are subject to condensation. They must include a full name (initials and pseudonyms will not be used) and a valid mailing address and telephone number. Unpublished letters cannot be acknowledged.

 

Call: (213) 237-4511.

 

Fax: (213) 237-7679.

 

E-mail:[email protected]

^I just hope they leave the 2008 bond vote on the ballet so the voters, not the politicians, can decide what's best for us.  God know we need a better alternative to freeways in California.  We drove from Sacramento to SF yesterday and it took us 3 hours to get there.  By train it would have taken about 45 mins to an hour.  With the forecasted increases in population/traffc and the incresed costs of expanding strained airports, we need a BETTER ALTERNATIVE.  Not to mention the environmental benefit...

well, if there's any state government more dysfunctional than Ohio... it's Pennsylvania... here's a neat little statistical article that could probably be applied to Ohio as well

 

http://www.post-gazette.com/pg/07049/762785-147.stm

 

Stats guru shows why state transit support is difficult

Sunday, February 18, 2007

 

By Joe Grata, Pittsburgh Post-Gazette

 

While the troubled Port Authority's long-term hopes of R 'n R (relief and reform) rest on the shoulders of state lawmakers, a University of Pittsburgh numbers guru has shown why it is so difficult to get legislation passed that benefits public transit.

 

Christopher Briem, of Bloomfield, a full-time researcher at the University Center for Social and Urban Research, did unique work off the clock. He took the 203 House legislative districts and figured out which ones have the most transit users.

 

 

http://www.chicagotribune.com/travel/chi-ap-il-trainriders,1,3974873.story?coll=chi-news-hed

 

Officials: More passengers riding Metra, Amtrak in Illinois

 

Associated Press

Published February 18, 2007, 11:48 AM CST

 

 

CHICAGO -- More Illinoisans are traveling to work and vacation by train, according to state and Metra officials.

 

The announcements come as Metra and Amtrak lobby for more money from state and federal governments.

 

Metra, which operates Chicago's commuter rail system, recorded 84.3 million passenger trips in 2006, the most in the company's history, and a 5.2 percent increase over 2005, officials said.

 

Meanwhile, passengers increased by 69 percent on newly expanded Amtrak routes between Chicago and St. Louis, Carbondale and Quincy, state officials said.

 

The Regional Transportation Authority, which oversees funding for Metra, the Chicago Transit Authority and Pace bus system, wants the Illinois General Assembly to fund $10 billion in capital investment over the next five years and an additional $400 million a year to operate the three agencies.

 

"This surge in ridership highlights the need to continue to maintain and expand our commuter rail system," Metra Executive Director Phil Pagano said in a statement.

 

Amtrak is trying to prevent $400 million in proposed funding cuts that are included in the Bush administration's fiscal year 2008 budget.

 

"This increase in ridership tells me that the federal government is headed in the wrong direction when it tries to slash funding for Amtrak," Gov. Rod Blagojevich said in a statement Sunday.

 

Expanded rail service, more stations, rising gasoline prices, and Chicago Bears games were key factors behind Metra's passenger surge, said Lynnette Ciavarella, director of planning and analysis.

 

Still, lawmakers have other funding priorities like health care and education, and transportation might get lost in the shuffle, said Metra Chairwoman Carole Doris.

 

"Transit is not at the top of the list," Doris said.

 

For Amtrak, the Chicago-to-St. Louis line had the biggest increase in passengers. More than 64,200 passengers rode the line in November, December and January, a 95 percent increase over the same period a year earlier. Passengers increased by 68 percent on the Carbondale line and 38 percent on the Quincy line, officials said.

 

Illinois' General Assembly doubled funding that the Illinois Department of Transportation gave to Amtrak in fiscal year 2007, to $24.2 million, to pay for the extended services that began Oct. 30.

 

"These numbers demonstrate the demand for Amtrak in Illinois and tell us that we did the right thing when we doubled state support for passenger rail," Blagojevich said.

well, if there's any state government more dysfunctional than Ohio... it's Pennsylvania...

 

Pennsy's bad, but I seriously beg to differ that it's more dysfunctional than Ohio, at least when it comes to transit and, even, roads ... At least, Pennyslvania, unlike Ohio (and practically every other North Central State) funds regional Amtrak routes -- Unlike Ohio, at least PA's 2 biggest cities are connected by rail to each other as well as their state capital, and this, despite the fact that all 3 cities are more distrant from each other and separated by vast mountain ranges than our 3 Cs in a relatively flat state...

 

And as for highways: yes, PA had the I-78, 80 closure debacle last week (people trapped in their cars for over 24 w/ no food/bathroom/gas& heat)... yes, PA's interstates aren't always in the best shape... of course we have lovely ODOT that often (some say, usually) plows taxpayer $$ into useless expansion and rehab projects (i.e. trippling the TP lanes around Youngstown that are rarely even half filled to capacity) that line the pockets of political (as in Republican) contractor-cronies...

 

... So in NO WAY should we Ohioans go looking down our collective noses at any state; and certainly not at one that, at least, does have some semblance of state rail passenger network and passenger rail funding base.

And as for highways: yes, PA had the I-78, 80 closure debacle last week (people trapped in their cars for over 24 w/ no food/bathroom/gas& heat)... yes, PA's interstates aren't always in the best shape... of course we have lovely ODOT that often (some say, usually) plows taxpayer $$ into useless expansion and rehab projects (i.e. trippling the TP lanes around Youngstown that are rarely even half filled to capacity) that line the pockets of political (as in Republican) contractor-cronies...

 

I'm not arguing the gist of your point, but wasn't the "useless" widening of the Turnpike near Youngstown the province of the Ohio Turnpike Commission, and not ODOT?  Now, I-71 in Medina County, that's a different story....

^ You might have a point... I'm pretty sure GeorgieV was instrumental in this and as far as his friends, well, ...

Former Central Ohio Transit Authority CEO Rick Simonetta gets to do in Phoenix what the COTA board wouldn't allow him to do here in Columbus, which is one reason he left.  But as this article reports, there are plenty of "boo birds" in Phoenix as well.

 

Metro wants extra $1.7 bil for light rail

Plan would add lines, expedite construction

Sean Holstege

The Arizona Republic

Feb. 22, 2007 12:00 AM

 

Metro will ask the state to find $1.7 billion in state money to speed up light-rail plans and add extensions.

 

Metro Executive Director Rick Simonetta outlined the request at the agency's meeting Wednesday. He wants to finish the voter-approved 57-mile system in 2020 rather than 2025 and add 23 miles of track by 2027. He said he did not have specific goals for where those extensions should go. The numbers are based on demand and the reasonable rate at which tracks can be laid, he said.

 

http://www.azcentral.com/news/articles/0222morerail0222.html#

 

2020-2025?! Awesome...

House slows high-speed rail plans

By JOHN MORGAN

Star-Tribune staff writer Friday, February 23, 2007

 

Plans to build a high-speed rail system connecting Casper to Albuquerque, N.M., along the Front Range could be derailed if the Wyoming Legislature fails to fund its part of a study.

 

Rep. Pete Illoway, R-Cheyenne, said the state's contribution of more than $250,000 was included in the Senate budget bill but was left out of the House bill.

 

 

http://www.casperstartribune.com/articles/2007/02/23/news/wyoming/bbaab0ba647d4aa68725728a0082abcc.txt

This is pretty interesting. Best subways around the world: http://www.virgin-vacations.com/site_vv/11-top-underground-transit-systems-in-the-world.asp

 

Holy crap, look at Moscow. Man, why do we live in America again? Oh yeah, Moscow ain't that great, but man, look at that station.

 

GEESH! Beautiful.

This is pretty interesting. Best subways around the world: http://www.virgin-vacations.com/site_vv/11-top-underground-transit-systems-in-the-world.asp

 

Holy crap, look at Moscow. Man, why do we live in America again? Oh yeah, Moscow ain't that great, but man, look at that station.

 

GEESH! Beautiful.

 

It's sad that the former communist nation has such ornate, pleasing subway stations the richest country in the world doesn't have anything that comes close.  I guess they did something right. 

 

I seem to recall reading that Russia finished electrifying the trans-siberian railway (Moscow to Vladivostok--sp?).  Only something like 1/3 or 1/2 was electrified until recently.  We have 100+ year-old catenary on parts of the NEC...

It's sad that the former communist nation has such ornate, pleasing subway stations the richest country in the world doesn't have anything that comes close.  I guess they did something right.

 

We are also the nation where high schools are largely indistinguishable from prisons, save for the barbed wire.  How is it that we were able to construct much finer buildings and infrastructure (see:  NYC subway mosaics) before World War II, when we were a far poorer nation?

"I have no intention of ponying up any money for light rail. It's a debacle," said state Sen. Ron Gould

 

Yea... instead lets pony up money to 20 lane highways and bridges to nowhere.

Sounds swell. -_-

Yea... instead lets pony up money to 20 lane highways and bridges to nowhere.

Sounds swell. -_-

 

No worries.  We won't even have that option in 5 or 6 years, once the Highway Trust Fund goes broke.

You mean next year. That's when the first negative balance in the Highway Trust Fund is projected to appear -- a paltry $1.6 billion shortfall. In 5-10 years, it's projected to worsen to $22 billion short. And that doesn't include the $1 trillion worth of road and transit projects awaiting funding, just the projects approved for funding.

 

Want to tell your Congressperson about this mess and other issues? There's a neat advocacy tool at http://www.apta.com/government_affairs/GIS/ where you can generate GIS maps for every Congressional district in the US. The maps show all public transportation services within each congressional district. The maps take a long time to download, and the elected officials are a little out of date, but the maps are nevertheless potentially useful.

I think you guys will really enjoy the following video.  It discusses the High Speed Rail issue that will be on the California ballots in 2008.  I believe that this proposal will be endorsed by voters due to how bad transportation has gotten in this state.  Hopefully this will be a catalyst to development in other parts of the country once they see it successfully up and running.

 

http://www.kqed.org/quest/television/view/113

^Interesting video, however the route through the LA basin and approaches to the Bay Area look extremely problematic. Do you have a link to any proposed routes/tunnels/viaducts through the cities?