I wouldn't call Greater Atlanta and especially Georgia aggressive when it comes to rail development. In my position as newsletter editor for All Aboard Ohio, I get newsletters from all over the country, including from the Georgia Association of Railroad Passengers. They report disgusting anti-rail/transit actions by their local and state politicians that's at least as bad as what we hear/see in Ohio.

I wouldn't call Greater Atlanta and especially Georgia aggressive when it comes to rail development. In my position as newsletter editor for All Aboard Ohio, I get newsletters from all over the country, including from the Georgia Association of Railroad Passengers. They report disgusting anti-rail/transit actions by their local and state politicians that's at least as bad as what we hear/see in Ohio.

 

All Aboard Ohio gives me hope.

...... btw, what's new w/ the West Shore commuter line?  Any more developments re used equipment, Cleveland routing and CVSR cooperation?

Nothing new. But questions like that should be posted to the Lorain-Cleveland thread.

Ya gotta like this Mayor in Kansas City, Missouri... wish we had a few more like him in Ohio.

 

Posted on Thu, Feb. 07, 2008

Funkhousers regional light-rail plan faces uphill battle, but he deserves credit for trying

By MIKE HENDRICKS

Kansas City Star

 

There’s a positive flip side to the stubborn streak that causes Mark Funkhouser so much grief and drives others nuts.

 

It’s the Kansas City mayor’s unwillingness to give up on a good idea simply because the experts — real and self-appointed — say it’s seemingly impossible.

 

 

http://www.kansascity.com/news/columnists/mike_hendricks/story/480843.html

Nothing new. But questions like that should be posted to the Lorain-Cleveland thread.

 

You're right.  I searched and had a little trouble finding it.  I'll keep an eye open for it.

^^Mark Funkhousers are unfortunately all too rare in this country, but in terms of building successful transit, it usually comes down to 1 or 2 driven, powerful individuals like KC's good mayor.  But KC’s sure lucky to have him and their chances for mass transit have just increased exponentially by his being elected Look at Baltimore.  Had  they not had Mayor Wm. Donald Schaefer, Baltimore most likely would have no rapid transit at all, neither Metro nor Light Rail -- as well as not having a lot of other cool stuff in town, like the Inner Harbor... More common in America is that 1 stinking individual who rises up to kill transit: like that Republican who campaigned to stop Cincy's promising LRT/commuter rail plan of a few years ago or Cleveland's infamous subway killer, Al Porter.  More recently, we had the Summit Co. suburban town of Silver Lake that killed off any further study of the Cleveland-Akron-Canton commuter rail.

 

Obviously Funkhouser has an uphill climb in KC, but also obviously he’s a student of cities, like so many UOers, and knows how critical quality mass transit is to a city.  And his pugnacious attitude toward transit is key, too... If you have a guy like this and a similar minded transit chief, it can happen despite antagonists like that Overland Park mayor-- getting this guy.  The task is daunting and the odds are stacked against him, esp w/ that archaic Johnson County consensus-of-mayors setup.  But at least in KC, they've got Funkhouser and, with him, some modicum of hope. 

 

Here in Cleveland, we merely have funk: too many people, including the transit chief, who believe rail is simply too expensive to even consider along with a cadre of public officials, from the mayor on down (and a succession of mayors before him), who don't see transit at all or, like that Overland Park mayor, simply have it so far down their pecking order of importance, it'll never see the light of day, esp in today’s Bushworld of dreaded Federal revenue sharing and slashed FTA local transit funding. 

 

It's why grass rooters like All Aboard Ohio are so critical in conservative cities and states like ours to keep pushing the agenda by, largely, educating the public with facts, so much so, that pols simply are forced to climb on board.... or get run over.

 

Let no one say that people won't get out of the cars and choose to ride train.  The latest from supposedly car-dependent California.

 

Capitol Corridors Ridership Continues to Grow

Release from hte Capitol Corridors Joint Powers Authority

 

We have just received the January 2008 stats from Amtrak, the fourth month of our FY08 federal

fiscal year.  For the Capitol Corridor, and indeed forall of California, the ridership and revenue numbers show sustained and continuing substantial growth.  Ridership growth, and especially revenue growth, across the state remains very strong on all passenger rail routes.

 

California continues to be "home" to 20% of all the Amtrak passengers in the country.  For a quick comparison, the January 2008 Amtrak Northeast Corridor ridership was 793, 505 passengers, while California's three intercity corridors (NOT including the intra-California ridership on Amtrak's long-distance trains) was 392,925 or just about 50% of the Northeast Corridor ridership numbers. 

 

We really need to 'crow' about this more, as everyone thinks that all Amtrak's riders are just in the busy

Northeast Corridor.  Now, if we could just bring the same proportion of federal investment along with the ridership numbers...........

 

Amtrak reports for :

 

 

Capitol Corridor (January 2008):

 

  127,448 passengers  +11.2%  vs. 2007, and another record for the month

  $1,717,179  +28.3% vs. 2007  (there were more than the 'projected'

  riders, longer trips, more full fare tickets, etc.)

 

 

The on-time performance for January was 88%, continuing the improvement trend, and a substantial improvement over the past several years.  While delivered service to the customer was again just slightly below our standard of 90%, the Union Pacific performance again reached 92% % for the second consecutive month, resulting in their second consecutive 'earned incentive' payment.  Union Pacific performance has shown sustained performance improvement, incrementally getting better each month.

 

The first four months ridership growth is +11.4%, and revenue for the same period is +18.5%.  As predicted, we surpassed the 12-month ridership mark of 1,500,000 this month (January 2008).  The last 12 month ridership is now at 1,503,210 passengers.

 

The revenue-to-cost ratio for January 53.3%, and the year-to-date revenue-to-cost ratio is also exactly at 53.3%.  Again, this is the best 'first four month report'  we have ever had to a fiscal year, for riders,

for revenue, and for farebox recovery.

______________________________________________________

 

Pacific Surfliners (January 2008):

 

  203,394 passengers  +7.6% vs. 2007

  $3,453,094  +16.8% vs. 2007

 

 

San Joaquins (January 2008):

  62,083 passengers  +19.6% vs. 2007

  $2,327,705  +36.6%  vs. 2007

 

 

  Eugene K. Skoropowski

  Managing Director

  Capitol Corridor Joint Powers Authority

high speed rail is alive in the america's. wow. way to go mrs. kirchner!  :clap:

 

 

High-speed rail revolution in the making

 

 

THE normally select world of high-speed rail, where construction of new lines has been limited to a small, but slowly-growing, club of generally rich or powerful countries, has been turned upside down this month with major developments on three continents and more to come.

 

 

Argentina has shocked the world by deciding to build the first high-speed railway in the Americas. Nuovo Trasporto Viaggiatori (NTV) in Italy looks set to be the world’s first open-access high-speed rail operator. China has unveiled its first 300km/h train and started to award contracts for its huge Beijing - Shanghai high-speed project.

 

 

 

http://www.railjournal.com/A/xthismonth.html

Rail funding goes through Springfield

By Kurt Allemeier | Monday, February 18, 2008

Quad City Times (Iowa)

http://www.qctimes.com/articles/2008/02/18/news/local/doc47ba59bdbb78a691232050.txt

 

Passenger rail service from the Quad-Cities to Chicago runs through Springfield, supporters heard at a public forum led Monday by U.S. Sen. Dick Durbin, D-Ill., at MetroLINK East Pointe in East Moline.

 

More at link above:

After reading about how the FTA pulled the rug out from under the Miami Metro Rail Corridor project from an earlier post I decided to check out the FTA website and found this.  A scant $1.6B in funding for transit projects for the nation.  We've got a long, long way to go.

President's Spending Plan Recommends $1.62 Billion for Transit Construction, Including New Projects in Nine Cities Across the U.S.

 

02-05-08

Contact: Paul Griffo

Telephone: (202) 366-4064

 

Having delivered nearly $9 billion in federal funding for 22 major transit projects since he took office in 2001, President Bush today recommended a $1.62 billion funding package for Fiscal Year 2009 that includes new projects in nine cities across the nation.  This New Starts amount is part of a total public transportation budget proposal of $10.1 billion, a 6.8 percent increase over Fiscal Year 2008.

 

“Well planned, cost-effective transit is crucial to relieving congestion, protecting the environment and reducing dependence on foreign oil,” said Transportation Secretary Mary E. Peters.

 

The budget proposes $200 million in funding for nine new projects in the “Small Starts” program, and four existing small starts projects in the following cities: Flagstaff, Arizona; San Diego, Los Angeles, Riverside County and Livermore-Amador, California; Fort Collins, Colorado; Fitchburg, Massachusetts; Kansas City, Missouri; Portland and Springfield, Oregon; and two projects in King County, Washington. The Small Starts program was created under the most recent surface transportation authorization bill so that smaller transit projects would not have to compete with larger projects for federal funding.

 

The spending plan also recommends $160 million for two larger construction projects, Denver’s West Corridor Light Rail and Seattle’s University Link, which are currently pending under the Federal Transit Administration’s major capital funding program known as “New Starts.”  Additionally, $1.14 billion is proposed for 15 other projects that have active long-term commitments for federal funding, and are already under construction: Chicago, Illinois; Dallas, Texas; Denver, Colorado; Los Angeles, California; Minneapolis-Big Lake, Minnesota; Hudson-Bergen, New Jersey; New York, New York {2}; Norfolk, Virginia; Phoenix, Arizona; Pittsburgh, Pennsylvania; Portland, Oregon; Washington, DC; Seattle, Washington and Weber County-Salt Lake City, Utah.

 

“We are particularly enthusiastic about the projects that we have recommended for funding this year,” said FTA Administrator James S. Simpson. “When you consider the projects we have recommended for funding on a cost-per-mile basis, we are putting tax dollars where they will move the greatest number of people so taxpayers get a good return on their investment.”

 

The ratings and recommendations are part of the Federal Transit Administration’s Annual Report on Funding Recommendations for New and Small Starts for Fiscal Year 2009.  The report proposes $60 million in funding for Denver’s West Corridor Light Rail, a 12-station light rail extension that begins at the existing Auraria Station in downtown Denver and extends 12.1 miles west, parallel to West 6th Avenue, which carries the second highest traffic volume in the region.

 

Funding of $100 million is also proposed for Seattle’s University Link, which will serve the most densely developed residential and employment area in the Central Puget Sound region and the state of Washington.

 

A complete list of projects recommended for FY 2009 is available online at http://www.fta.dot.gov/2009newstartsreport.

 

FY 2009 ANNUAL REPORT ON FUNDING RECOMMENDATIONS HIGHLIGHTS

 

NEWLY PROPOSED SMALL STARTS PROJECTS (9)

The President’s budget sets aside a total of $200 million to be available for Small Starts projects for capital costs associated with new fixed guideway systems, extensions, and bus corridor improvements. Requests must be for under $75 million in Small Starts funds and total project costs must be under $250 million.  The following nine Small Starts projects are being recommended for the first time in the proposed Fiscal Year 2009 budget:

 

Fitchburg, MA – Commuter Rail Improvements –  $30 million in FY 2009 (Medium High Rating, Project Development Phase)

The Montachusett Regional Transit Authority (MART) of the Fitchburg/Leominster, Massachusetts, metropolitan area, in conjunction with the Massachusetts Bay Transportation Authority (MBTA), has proposed to modernize an existing commuter rail line to provide improved service and reliability for riders at 18 urban and suburban stations over a 49.5-mile corridor extending from Fitchburg to Boston’s North Station.  With a federal Small Starts share of $75 million, the $150 million project, which includes 8.5 miles of double tracking and track upgrading, will provide a more attractive, more reliable, and faster travel alternative.  It is expected to carry 10,800 daily riders when it opens in 2012.

 

Flagstaff, AZ – Mountain Links BRT - $6.24 million in FY 2009 (Medium Rating, Project Development Phase)

This proposed 5.8-mile bus rapid transit (BRT) line will serve the campus of Northern Arizona University (NAU), nearby shopping centers, and downtown Flagstaff.  The proposed line will combine two existing local bus routes as well as an on-campus shuttle system and would feature 1.3 miles of dedicated guideway.  In addition, through an intergovernmental service agreement with NAU, the proposed on-campus service will be combined with existing Northern Arizona Intergovernmental Public Transportation Authority service and will be operated throughout Flagstaff as “Mountain Links.”  With a federal Small Starts share of $6.24 million, the proposed $10.41 million project extends from a local shopping and residential center located southwest of NAU’s campus onto the campus itself, continuing north into downtown Flagstaff.  The Mountain Links BRT project includes 24 new stations, signal prioritization, and the purchase of eight electric-hybrid vehicles.  The proposed service would carry 4,150 daily riders when it opens in 2010.

 

Fort Collins, CO – Mason Corridor BRT –  $11.18 million in FY 2009 (Medium Rating, Project Development Phase)

The City of Fort Collins, is proposing a 5-mile bus rapid transit (BRT) system within its Mason Transportation Corridor (MTC).  The “Mason Express” or “MAX” right-of-way would operate at-grade in mixed traffic from the existing North Transit Center 1.2 miles to the northern edge of Colorado State University (CSU) and continue in a 3.8-mile exclusive right-of-way to the proposed South Transit Center.  Service would operate at 10-minute peak frequencies.  With a federal Small Starts share of $59.35 million, the $74.2 million project includes construction of the South Transit Center, traffic signal priority in general purpose lanes, a bus guideway facility, eight transit stations, eight enhanced bus stops, 250 park-and-ride spaces, and five new low-floor vehicles.  It is expected to carry 3,900 daily passengers when it opens in 2010.

 

King County, WA – Bellevue-Redmond BRT –  $10.95 million in FY 2009 (Medium Rating, Project Development Phase)

King County Metro is proposing to construct and operate a 9.25-mile long street-running bus rapid transit (BRT) line connecting downtown Bellevue, Crossroads Mall, the Overlake urban center, and downtown Redmond.  The project includes 12 new stations, real-time bus arrival information, signal prioritization, and 18 low-floor hybrid vehicles.  With a federal Small Starts share of $20.21 million, the $27 million line would carry 3,500 daily riders when it opens in 2011.

 

Livermore, CA – Livermore-Amador Route 10 BRT –  $7.99 million in FY 2009 (Medium-High Rating, Project Development Phase)

The Livermore Amador Valley Transit Authority (LAVTA) is proposing to construct and operate a 12.0-mile arterial and highway-running bus rapid transit (BRT) line serving the communities of Livermore, Pleasanton, and Dublin.  With a $10.93 federal Small Starts share, the $21.66 million Livermore-Amador Route 10 BRT project includes 34 new stations, signal prioritization, and the purchase of 14 electric-hybrid vehicles.  The proposed service is expected to carry 4,500 daily riders when it opens later this year.

 

Los Angeles – Wilshire Boulevard Bus-Only Lane –  $10.95 million in FY 2009 (Medium Rating, Project Development Phase)

The Los Angeles County Metropolitan Transportation Authority (LACMTA), in coordination with the Los Angeles Department of Transportation (LADOT), is proposing to implement a dedicated bus lane along portions of a 12.5-mile stretch of Wilshire Boulevard between downtown Los Angeles and the City of Santa Monica.  Wilshire Boulevard is the site of LACMTA’s first Metro Rapid “arterial” bus rapid transit (BRT) line, which opened for service in June 2000.  The proposed Wilshire Boulevard Bus-Only Lane project features 9.6 miles of curb lanes converted into an exclusive facility during peak-period operations.  The lanes will be differentiated in their appearance with pavement markings and line delineators, and traffic restrictions will be enforced by the Los Angeles Police Department.  With a federal Small Starts share of $23.32 million, the $31.51 million project is expected to carry 40,000 daily riders when it begins service in 2011.

 

Portland, OR – Streetcar Loop –  $50 million in FY 2009 (Medium High Rating, Project Development Phase)

This proposed 3.3-mile extension to the existing “Westside” streetcar line would result in a new streetcar line originating at the existing station at 10th Street and Lovejoy in the Pearl District northwest of downtown Portland. The line would run east across the Willamette River to the City’s Lloyd District, and then south along Martin Luther King Jr. Boulevard and Grand Avenue, terminating near the Oregon Museum of Science and Industry.  With a federal Small Starts share of $75 million, this $126.9 million project includes 18 new stations and significant capital improvements to the Broadway Bridge to accommodate streetcar operations.  It is expected to carry 8,700 daily riders when it opens in 2011.

 

Riverside, CA – Perris Valley Line –  $50 million in FY 2009 (Medium-High Rating, Project Development Phase)

The Riverside County Transportation Commission (RCTC), in conjunction with the Southern California Regional Rail Authority, is proposing to construct a 22.7-mile extension to the Metrolink regional commuter rail system.  The Perris Valley Line project would result in an extension of the existing Route 91 commuter rail line between Los Angeles and downtown Riverside serving the communities of Allessandro, Moreno Valley, and Perris, terminating at South Perris.  With a $75 million federal Small Starts share, the $168.25 million project includes seven new stations and park-and-ride lots to accommodate 1,430 vehicles, as well as the acquisition of three bi-level coaches.  The proposed project is expected to carry 3,400 daily riders in the anticipated opening year of 2011.   

 

San Diego – Mid-City Rapid –  $21.65 million in FY 2009 (Medium-High Rating, Project Development Phase)

This proposed bus rapid transit (BRT) line, nearly 10 miles in length, would connect downtown San Diego and San Diego State University (SDSU).  The BRT alignment would run primarily along three of the region’s densest urban travel corridors:  Broadway in downtown; Park Boulevard through North Park and Hillcrest; and El Cajon Boulevard, running east-west through several of San

Diego’s older and densely populated “Mid-City” neighborhoods.  With a $21.65 million federal Small Starts share, the $43.3 million project includes 11 enhanced bus shelters in each direction with real-time passenger information systems; traffic signal priority systems throughout the corridor; and 15 low-floor advanced technology buses that will have a distinct brand to distinguish the BRT from regular local bus service in the corridor.  Mid-City Rapid service will carry 15,000 daily riders when in opens in 2010.   

 

EXISTING SMALL STARTS PROJECTS (4)

FTA is recommending continued investment in four Small Starts projects initiated in FY 2008:

 

Kansas City, MO – Troost Corridor BRT – $125,200 in FY 2009 (Medium Rating, Project Development Phase)

The nine-mile BRT line along Troost Avenue will terminate in downtown Kansas City. The proposed line, which will add 25 new stations and 15 new low-floor buses, will run north and south, parallel and one mile west of the existing MAX BRT.  Existing transit service on Troost Avenue carries approximately 7,800 passengers each weekday, which is the highest ridership of any corridor in the region. With a federal Small Starts share of $24.58 million, the $30.7 million project is expected to attract 1,200 new daily riders, and accommodate a total of 9,000 boardings each weekday when it is complete in 2010.

 

King County, WA – Pacific Highway South BRT – $281,520 in FY 2009 (Medium Rating, Project Development Phase)

The 10.9-mile BRT route south of Seattle runs roughly parallel and to the east of Interstate 5 from the City of Tukwila south past Seattle-Tacoma Airport to the City of Federal Way.  With a federal Small Starts share of $14 million, the project is expected to cost $25 million, and will carry an anticipated 8,200 passengers daily by the year 2015.

 

Los Angeles – Metro Rapid Bus System Gap Closure – $332,620 in FY 2009 (Medium Rating, Project Development Phase)

The proposed eight Bus Rapid Transit (BRT) lines that make up the Los Angeles Gap Closure project would connect existing Metro Rapid Bus routes, effectively completing a regional arterial BRT network.  The proposed lines, which will utilize existing buses, have been identified for their potential to reduce travel time throughout the Metro Rapid Bus system.  With a federal Small Starts share of $16.68 million, the $25.66 million project will add 247 new stations along 120 miles of new bus routes.  When the project is complete later this year, it is expected to attract 40,000 new daily riders, and accommodate a total of 123,100 boardings each weekday.

 

Springfield, OR – Pioneer Parkway EmX BRT – $296,000 in FY 2009 (Medium Rating, Project Development Phase)

The proposed 7.8-mile extension of the Franklin Corridor BRT extends service from the eastern terminus of the Franklin Corridor route north along the Pioneer Parkway to existing and new residential and employment areas in Springfield.  With a federal Small Starts share of $29.59 million, the $37 million project is expected to carry 3,700 passengers daily when it opens in 2010.

 

PENDING FULL FUNDING GRANT AGREEMENTS (2)

The following projects are expected to be ready for a Full Funding Grant Agreement under the New Starts Program prior to or during FY 2009:

 

Denver, CO – West Corridor Light Rail – $60 million in FY 2009 (Medium-High Rating, Final Design Phase)

This 12-station light rail extension begins at the existing Auraria Station in downtown Denver and extends 12.1 miles west, parallel to West 6th Avenue, which carries the second highest traffic volume in the region. The West Corridor will serve Lakewood and other Westside activity centers, and will provide connections to the Denver Tech Center, the second largest employment center in the Denver metropolitan  area. It will also facilitate development opportunities along the corridor. It will carry 29,700 average weekly riders, including 6,200 new daily riders, by 2030. The project will cost a total of $656.83 million, with a federal New Starts share of $290.55 million.

 

Seattle – University Link – $100 million in FY 2009 (High Rating, Final Design Phase)

Sound Transit is proposing to implement an extension of the Central Link light rail transit Initial Segment currently under construction from the segment’s northern terminus at Westlake Station in downtown Seattle to the University of Washington, 3.1 miles to the northeast.  The University Link corridor is the most densely developed residential and employment area in the Central Puget Sound region and the state of Washington.  The extension will serve more than 40,200 weekday riders by 2030.  The project is estimated to cost $1.80 billion, with a federal New Starts share of $750 million.

 

EXISTING FULL FUNDING GRANT AGREEMENTS (15)

FTA is recommending continued investment for 15 New Starts Projects:

 

Chicago – Ravenswood Line Extension – $30.47 million in FY 2009

The Chicago Transit Authority is reconstructing platforms and stations on the existing Ravenswood (Brown) Line to accommodate eight-car trains, along with other related capital improvements.  The Brown Line extends approximately 9.1 miles from the Kimball Terminal on the north side of Chicago through the “Loop Elevated” in downtown Chicago, and includes 19 stations.  The total project cost is $529.91 million, with a federal New Starts share of $245.52 million.  It is expected to carry 68,000 daily riders by 2020.

 

Dallas – Northwest/Southeast Light Rail – $87.97 million in FY 2009

This 21-mile extension will provide fixed guideway transit service in heavily traveled transportation corridors.  From Dallas’ central business district, the line will extend northwest 10.9 miles along I-45 to the city of Farmer’s Branch, and southeast 10.1 miles to Buckner Boulevard. The project will provide an alternative to congested highway facilities, increase transit capacity, improve connectivity to regional activity centers, and provide economic development opportunities.  The line will carry nearly 45,900 weekday riders by 2025.  The project will cost a total of $1.4 billion, with a federal New Starts share of $700 million.

 

Denver – Southeast Corridor Light Rail – $1.03 million in FY 2009

The Denver Regional Transportation District and the Colorado Department of Transportation are constructing the Southeast Corridor Light Rail project, dubbed T-REX.  T-REX is a 19.1-mile double-track light rail transit extension to the existing system, which follows I-25 from Broadway in Denver to Douglas County, with a spur along I-225.  The total project cost is $879.27 million, with a federal New Starts share of $525 million.  It is expected to carry 38,100 daily riders by 2020.

 

Los Angeles – Metro Gold Line Eastside Extension - $74.60 million in FY 2009

The Los Angeles County Metropolitan Transportation Authority is constructing a 5.9-mile light rail line in the Eastside Corridor, connecting downtown Los Angeles with East Los Angeles.  With a federal New Starts share of $490.7 million, the $898.8 million project is expected to carry 23,000 daily riders by the year 2020.

 

Minneapolis-Big Lake, MN – Northstar Corridor Rail – $71.17 million in FY 2009

The 40.5-mile commuter rail line will connect the Minneapolis central business district with the town of Big Lake.  The project is considered the first phase of a larger proposal to construct an 82-mile commuter rail line from Minneapolis to Rice, Minnesota.  The Northstar Corridor is one of the fastest growing areas in the Twin Cities metropolitan region.  It includes the fully developed urban core and several rapidly growing suburban areas.  Major highway routes into the central business district are at capacity during peak periods for commuters from the north and northwest.  With a federal New Starts share of $156.8 million, the project is estimated to cost $317.4 million, and is expected to serve 5,900 riders each day by 2030.

 

New Jersey – Hudson-Bergen (Second Segment) – $1.10 million in FY 2009

The New Jersey Transit Corporation was constructed an extension to the Hudson-Bergen Waterfront Light Rail Transit System.  The project includes a 5.1-mile, six station extension from Hoboken Terminal to the Tonnelle Avenue park and ride lot in North Bergen and a one-mile, one-station extension south from 34th Street to 22nd Street in Bayonne. The total project cost is $1.21 billion, with a federal New Starts share of $500 million.  It is expected to carry 34,900 daily riders by 2010.

 

New York – Long Island Rail Road East Side Access – $219.30 million in FY 2009

The New York City Metropolitan Transportation Authority and Long Island Rail Road are constructing a commuter rail project that will link LIRR passengers to a new passenger concourse in Grand Central Terminal on Manhattan’s east side.  The 3.5-mile East Side Access (ESA) project, using an existing rail tunnel under the East River, will increase LIRR tunnel capacity across the East River and significantly relieve over-crowded conditions throughout the LIRR network.  The project will provide direct access to the east side of Manhattan for users of the LIRR, who must currently transfer to other transit lines or walk to get to the east side from Penn Station.  The ESA project will serve a portion of the strongest transit market in the country.  By reducing travel time to Manhattan’s east side and relieving overcrowding conditions on existing LIRR service to Penn Station, the East Side Access Project will carry more than 171,900 weekday riders, including 27,300 new daily riders by 2030. The project will cost a total of $7.39 billion, with a federal New Starts share of $2.63 billion.

 

New York – Second Avenue Subway – $277.70 million in FY 2009

This 2.3-mile project on Manhattan’s east side will provide extended subway service from 96th Street to 63rd Street, connecting with the existing Broadway Line at 63rd Street Station.  The project will relieve overcrowded conditions and improve service reliability on the Lexington Avenue Line, the busiest transit line in America and the only full north-south passenger rail line serving Manhattan’s eastside.  It will improve current mobility and meet future demand for commuters throughout the New York City metropolitan area. This segment is Phase I of an 8.5-mile subway line extending the length of Manhattan’s east side from 125th Street in East Harlem to Hanover Square in the financial district.  With a federal New Starts share of $1.3 billion, the $4.86 billion project is expected to serve 213,000 riders each day by 2030.

 

Norfolk, VA – Norfolk Light Rail-- $57.06 million in FY 2009

Hampton Roads Transit is constructing a 7.4-mile light rail transit line within the city of Norfolk that is intended to serve as the initial segment of a regional rapid transit system.  The project is expected to serve 7,100 riders each day by 2030.  The project is estimated to cost $232.1 million, with a federal New Starts share of $127.98 million.

 

Phoenix, AZ – Central Phoenix East Valley Light Rail – $91.80 million in FY 2009

The Central Phoenix East Valley Light Rail project is a 19.6-mile light rail system running from the Spectrum Mall area in Phoenix, through the downtown areas of Phoenix and Tempe, to Mesa.  The project, overseen by Valley Metro Rail, will provide access to major employment centers including the Phoenix and Tempe central business districts, Sky Harbor Airport, and Arizona State University (ASU); and large special event venues including Civic Plaza Convention Center, Bank One Ballpark, America West Arena, and ASU’s Sun Devil Stadium.  With a federal New Starts share of $587 million, the $1.4 billion project is expected to carry 49,900 riders a day by the year 2020.

 

Pittsburgh – Northshore LRT Connector -- $670,885 in FY 2009

This project sponsored by the Port Authority of Allegheny County is a 1.2-mile extension of the region’s 25-mile light rail transit system, which will connect downtown Pittsburgh’s Golden Triangle area to the city’s North Shore area.  The project is expected to cost $435 million, with a federal New Starts share of $235.7 million.  It will carry 14,300 weekday riders, including 4,100 new daily riders, by 2025.

 

Portland, OR – South Corridor I-205/Portland Mall LRT –  $81.60 million in FY 2009

The Tri-County Metropolitan Transportation district (TriMet) and Portland Metro are constructing 8.3-miles of new light rail transit (LRT) consisting of two segments connecting to the existing “MAX” LRT system along Interstate 84 to create a new “Green Line” from Clackamas Town Center to Portland State University (PSU).  The Interstate-205 (I-205) portion of the project will extend from Gateway Transit Center to a new rail transit center at the Clackamas Town Center.  The Portland Mall portion will extend from Union Station to PSU along the North-South Transit Mall.  The project includes eight bi-directional stations for the I-205 portion and 14 unidirectional stations along the downtown Portland Mall portion, with seven on each leg of the one-way loop. TriMet will buy 24 light rail vehicles to operate the project. With a federal New Starts share of $345.4 million, this $575.7 million project will carry 46,500 daily riders by the year 2025.

 

Seattle – Central Link (Initial Segment) – $28.85 million in FY 2009

The Central Puget Sound Regional Transit Authority (Sound Transit) is constructing a 13.9 mile light rail line that will run from Convention Place through downtown Seattle to South 154th Street in the city of Tukwila.  The total project cost is $2.44 billion, with a federal New Starts share of $500 million.  It is expected to carry 42,500 daily riders in 2020.

 

Washington, DC – Largo Metrorail Extension – $34.70 million in FY 2009

Sections 3043(a)(31) and 3043(j) of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) authorizes the inclusion of an additional 52 rapid rail cars in the Largo Metrorail Extension.  FTA included proposed funding for the cars in this section even though the original Full Funding Grant Agreement has been completed and revenue service has begun for the 3.1-mile, two-station extension from Addison Road Station to Largo Town Center in Prince George’s County, Maryland.

 

Weber County/Salt Lake City, UT – Commuter Rail – $81.60 million in FY 2009

This 43-mile, eight-station commuter rail project will provide the areas of Pleasant View, Ogden, Clearfield, Layton, and Bountiful with direct access to downtown Salt Lake City.  The commuter rail line will serve nearly 12,000 weekday riders, including 6,100 new daily riders, by 2025.  The project will cost a total of $611.7 million, with a federal New Starts Share of $489.4 million.

 

http://www.fta.dot.gov/news/news_events_7787.html

And look how much of that scant $1.6B goes for BRT.  What does that say about the Bush attitude toward anything that moves people on steel wheels?  But for the fact that there were a lot of existing rail projects, there would barely be any rail projects on that list.

Hopefully **fingers and toes crossed** after the national election the new administration will clean house at the FTA, have the rules re-written to be more rail transit friendly, and congress will allocate more $$$$ for these type of public transit projects.

New York – Second Avenue Subway – $277.70 million in FY 2009

This 2.3-mile project on Manhattan’s east side will provide extended subway service from 96th Street to 63rd Street, connecting with the existing Broadway Line at 63rd Street Station.  The project will relieve overcrowded conditions and improve service reliability on the Lexington Avenue Line, the busiest transit line in America and the only full north-south passenger rail line serving Manhattan’s eastside.  It will improve current mobility and meet future demand for commuters throughout the New York City metropolitan area. This segment is Phase I of an 8.5-mile subway line extending the length of Manhattan’s east side from 125th Street in East Harlem to Hanover Square in the financial district.  With a federal New Starts share of $1.3 billion, the $4.86 billion project is expected to serve 213,000 riders each day by 2030.

 

I literally had to let two subway trains leave with me still on the platform yesterday on the east side because they were too crowded.  They can't build this thing fast enough.

...is expected to serve 213,000 riders each day by 2030.

 

That pretty much says it right there.

I literally had to let two subway trains leave with on the platform yesterday on the east side because they were too crowded.  They can't build this thing fast enough.

 

I don't even try to get on the Lex (4/5/6) lines.  If I am am on the eastside and going south of 42 street, I take the Metro North.

 

Although, the 1 train is just as bad in the mornings when I transfer at 72 street from the 2/3 to the 1, I sometimes have to let 3 or 4 trains pass.  And that is to go 2 stops to 59 St.  Once I tried to take bus from 72 to 59 street it took 20 minutes.  Tha 20 minutes was just the ride, not including waiting time.  :-o

 

 

DETROIT

Light-rail line for Woodward?

Private funding for 3.4 mile loop

 

February 24, 2008

 

By Bill Shea

 

 

Details are beginning to emerge about a privately funded plan to build a $103 million light-rail commuter loop along 3.4 miles of Woodward Avenue in Detroit from Hart Plaza to Grand Boulevard.

 

It's unclear who authored the proposal, but Detroit Regional Mass Transit, run by John Hertel on behalf of the executives of Wayne, Oakland, and Macomb counties and Detroit Mayor Kwame Kilpatrick, is serving as the clearinghouse.

 

Hertel declined to comment. People with direct knowledge of the proposal say they've promised not to talk about it. Several said questions should be directed to Hertel. Gov. Jennifer Granholm's office acknowledged she is familiar with the effort.

 

A 2007 study obtained by Crain's Detroit Business called the "Woodward Transit Catalyst Project" outlines a $103 million light-rail line that stretches along 3.4 miles of Woodward and includes 12 stops near busy destinations such as Campus Martius Park, Wayne State University and the Detroit Medical Center. The study is believed to be the baseline for continued discussions among those involved with the plan, and may differ from a final proposal.

 

Private contributions and foundation grants would fund the system's construction, but no financial deals are believed to be imminent.

Riding the rails

The study "Woodward Transit Catalyst Project" describes the plan for a light-rail commuter loop along Woodward Avenue. Here are the highlights:

 

* Cost: $103 million.

* Length: 3.4 miles with 23 stations.

* Vehicles: Two streetcar-style trains powered by overhead electrical wires.

* Operating costs: Estimated between $4.2 million and $5.6 million.

* Funding: Ticket sales, advertising, money from businesses near stations, and possibly from the city's general fund or a new tax.

 

 

The conductors?

Nothing has been disclosed about who is backing the plan for a privately funded commuter-rail line on Woodward Avenue. Here's a look at some of the people who might be approached or have an interest:

 

* Roger Penske, chairman and CEO of $18.9 billion Penske Corp. in Bloomfield Hills, who is now chairman of the Downtown Detroit Partnership. He was also chairman of Super Bowl XL at Ford Field in 2006 and spearheaded the return of the Detroit Belle Isle Grand Prix in September.

* Mike and Marian Ilitch, who own the $1.5 billion Ilitch Holdings Inc. pizza, sports and entertainment empire, headquartered in the Fox Theatre on Woodward. The Ilitch-owned Detroit Tigers (Comerica Park) and Detroit Red Wings (Joe Louis Arena) have venues nearby. The Foxtown District is a possible site for a new hockey arena.

* Dan Gilbert, chairman of Livonia-based Quicken Loans/Rock Financial. He committed in November to bring his company and its 4,000 employees downtown within four years. Potential mass-transit options were part of the pitch to lure Quicken to Detroit, and the two sites Gilbert is considering are along Woodward: the former Hudson's building site and the former Statler Hilton Hotel.

* Peter Karmanos Jr., CEO of Compuware Corp. headquartered at Campus Martius Park. He was instrumental in luring Gilbert downtown and Campus Martius would be a key stop on the rail line.

 

 

— Bill Shea

Key points in the study:

 

- Passengers would ride two-car streetcar-style trains powered by overhead electrical wires and running on steel rails embedded in the street and operated by a driver, the study shows. Each car could carry more than 150 people.

 

- Businesses and institutions along the route's stops — 23 stations, one on each side of the street and one at Hart Plaza — would be asked to buy branding rights for the stations, the study says. Branded stations would include themes, colors and logos of the buyer along with advertising.

 

- The route's annual operating costs are estimated at $4.2 million to $5.6 million, well beyond the $2.1 million the system is predicted to raise from tickets and advertising. It offered several options for subsidizing the system, including money from the city's general fund, a new tax or a tax-increment financing district.

 

It's unknown what discussions or changes have since been made to the study, which was conducted last year by the University of Detroit Mercy and Deloitte & Touche L.L.P.

 

The line potentially would be the first stage of a larger, regional transit system — something Hertel was hired to shepherd. The former general manager of the Michigan State Fairgrounds, Hertel's job at Detroit Regional Mass Transit is to develop a regional consensus on mass transit and drum up support.

 

The study estimates 1.8 million riders would use the line its first year and that number would grow to 3 million by the fifth year. Studies over the years indicate a need for mass transit to alleviate traffic congestion, parking issues and to spur economic development. For example, a 3.6-mile streetcar system in Portland, Ore., cost $89 million to build, and then generated $2.2 billion in investment within two blocks of the system over the following nine years, according to the study.

 

Local transportation insiders say they've heard of the transit plan and are keen to learn more.

 

"There have been rumblings for a while," said Megan Owens, executive director of Detroit-based Transportation Riders United, an organization aimed at improving and promoting transportation access and mobility in the Detroit area. "We'd have to see the details of it. We're excited to see transit investments in the region."

 

Owens voiced concern about a private plan competing with public efforts already under way, specifically the "Detroit Transit Options for Growth" study. That study, commissioned by the Detroit Department of Transportation, examines transit needs in the city and offers recommendations for mass-transit options and routes. The study, known as DTOG, is the required first step to secure federal money.

 

"We hope this is done in conjunction with other plans," Owens said. "Detroit has been working hard on DTOG."

 

Kilpatrick's interim press secretary, James Canning, said the mayor "is aware that there is a group of private individuals who have been in conversations about and working on a mass-transportation project.

 

"Kilpatrick wants them to be able to continue that process below radar," he said. The mayor doesn't want to jeopardize what they're working on by commenting prematurely, Canning said.

 

Major institutions and businesses along the proposed route include Detroit Medical Center, Wayne State University, Compuware Corp., Ilitch Holdings Inc., General Motors Corp. and others. Officials from those groups and businesses declined to comment, were unavailable or said they did not know about the project.

 

"I am unaware of any commitments to do a stop on our campus for rapid transit," said Harvey Hollins, vice president of government and community affairs at Wayne State. "With that said ... we would wholeheartedly welcome a stop on our campus and near our medical school campus."

 

Others expect to learn more soon.

 

"We're not in that group (of backers) right now, but I understand we're going to be meeting with John Hertel soon," said Dwight Angell, director of media relations at Henry Ford Health System. "We're definitely interested."

 

Paul Tait, executive director of Detroit-based Southeast Michigan Council of Governments, said he was "aware of some conversations of rail on Woodward" but declined to elaborate. He said the proposal could complement the Ann Arbor to Detroit commuter rail service that SEMCOG is exploring.

 

SEMCOG, a regional planning group, is negotiating with the three railroad companies — Norfolk Southern, Canadian National and Conrail — that co-own the rails between Chicago and Pontiac. Washington-based Amtrak would be hired to operate the line, which would have a stop at Detroit's New Center Station on Woodward Avenue — and potentially would tie into the proposed light-rail line.

 

"There are few single initiatives that can so palpably energize Southeast Michigan's urban core as a modern, efficient light-rail system that serves Detroit's cultural corridor and connects New Center to the Riverfront," Granholm said in an e-mailed statement to Crain's. "I am tremendously excited by the degree of local and regional collaboration that has occurred and gratified by the level of commitment so many major stakeholders have expressed thus far. (The Michigan Department of Transportation) and my administration are committed to assisting in every way possible. The progress made thus far is a very encouraging sign for the entire region."

 

Michael Solaka, president of the New Center Council, said the system's design is key to the project's success.

 

"If designed properly, it will completely transform the pedestrian experience throughout the downtown, which I think is the single biggest cultural experience we are trying to work on," he said. "If you do mass transit, regardless of what style, if it's designed properly at street level it will increase pedestrian activity between the stops and at the merchants at the stops."

 

And if the line is successful, it could be the catalyst to getting consensus on a regional system.

 

"If it creates commerce from the river through Midtown to New Center, I believe that other communities both in the city and outside the community might see that a regional thinking on this isn't so bad," Solaka said. "But you've got to start somewhere."

 

Bill Shea: (313) 446-1626, [email protected]

 

Reporters Robert Ankeny, Sherri Begin and Amy Lane contributed to this story.

© 2007 Crain Communications Inc.

norfolk's light rail....

 

the tide is going to be 7.4 miles at a cost of $232 million and they received $128 million from the FTA

 

this compared to the euclid corridor project at 6.4 miles and $168 million, $82.2 million from FTA

 

i am puzzled that norfolk can build a new light rail for that cost and how they can get 128 million in federal funding while cleveland gets 82. RTA couldve easily built a starting light rail line down euclid for the cost of this BRT from downtown to midtown.

 

i can see it now.  More baiting on why the ECP is bus transit nd others have new light rail.

 

The cost and location have a lot to do with it and the ECP is much more than just a transportation line with stations. 

 

Why do we keep rehashing this?

Let it not be said that people won't ride trains if given the choice.

 

http://www.insidebayarea.com/oaklandtribune/localnews/ci_8333877

 

 

Train seats getting scarce

Long-haul intercity trains can hardly meet demand

By Erik N. Nelson, STAFF WRITER

02/22/2008

 

SACRAMENTO — While most of their co-workers were still snug in their beds, about 60 of the Bay Area's hardiest commuters milled about the platform at Sacramento's Amtrak station, waiting to board the Capitol Corridor's first train of the day.

 

After a few minutes, the doors opened on Train 521, and the bleary-eyed travelers climbed aboard.

With a departure time of 4:30 a.m., it's known as the Oh-My-God Train.

 

More at link above:

PATH Marks Centennial With Free Rides

 

February 25, 2008

 

To commemorate the PATH's 100th anniversary, riders are being offered free trips to and from New Jersey today until 11 p.m.

 

Riders NY1 spoke with were thrilled with the idea.

 

"This is great – too bad they can't do this every day,” said one rider.

 

 

http://www.ny1.com/ny1/content/index.jsp?stid=5&aid=78780

 

 

 

 

historic photos and more here:

http://www.panynj.gov/CommutingTravel/path/html/hm_100.html

 

 

mta wastes no time spending the future congestion pricing $$$  :laugh:

 

 

 

MTA Unveils $30 Billion, Five-Year Capital Plan

 

February 27, 2008

 

The MTA board voted Wednesday to send Albany lawmakers details of the agency's proposed five-year capital plan in the hopes that it will help convince legislators to pass the city's controversial – but potentially lucrative – congestion pricing plan.

 

The MTA hopes much of the funding for the $29.5 billion improvements to the city's transit system will come from drivers through the congestion pricing scheme now being considered by state lawmakers.

 

Some of the projects outlined in the MTA's wish list include the renovation of 44 subway stations; the addition of computer-driven trains on the number 7 line and parts of the E and F lines; the extension of Metro-North trains to Penn Station; and the launching of phase two of the Second Avenue subway line up Manhattan's East Side.

 

MTA officials say finding a way to pay for the construction work outlined in the five-year plan is critical.

 

"If this plan is not passed, it compromises the future of the region as we know it," said MTA Executive Director and Chief Executive Officer Elliot "Lee" Sander.

 

"This is a very aggressive plan, and if the funding doesn't come through, has the potential to sink the MTA," said MTA Vice-Chair Andrew Saul.

 

The MTA says many projects will benefit areas underserved by transit, such as parts of Queens, where computer-driven trains on the 7 line and the Queens Boulevard line will allow trains to run closer together.

 

"Neighborhoods that we have historically not served the way we wanted to, congestion pricing is going to give us a historic opportunity to do that," said Sander.

 

That's in addition to other congestion pricing-related transit improvements previously announced, including 12 new bus routes in Queens, Brooklyn and the Bronx; 309 new buses throughout the city; and increased service on the 1, E and F lines.

 

But even with the approval of congestion pricing, and the addition of a number of other funding sources, the MTA's capital plan would still fall about $9 billion short of the overall amount needed. MTA officials are hoping legislators will help fill that gap.

 

"A few months ago – or last month – we had any number of legislators here saying 'Ask us for money. Ask us for money.' Well, we're asking now, and it's more critical than ever now,” said MTA board member Andrew Albert.

 

Following the release of the capital plan, the Straphangers Campaign released a statement urging "the state legislature to give the plan the serious attention it deserves and to approve it."

 

In the meantime, transit projects already underway are over budget and behind schedule. The completion date for phase one of the Second Avenue subway line has been pushed back to 2015. The same goes for East Side Access - the plan to bring the Long Island Railroad into a new terminal at Grand Central. Combined, the two projects are about $1.2 billion over budget, due to rising construction costs.

 

With subway and bus fares set to go up March 2nd, the MTA will be offering some oddly-priced MetroCards it hopes will spare riders from doing some tricky math.

 

The Daily News says the MTA will roll out ten and 30-trip MetroCards. They're designed to help riders avoid trying to figure out how much money to add to their cards to wind up with an even number of trips.

 

Currently, when you buy a Metrocard you get a bonus. But as part of the coming fare increase, the bonus is being cut from 20 to 15 percent, and that makes for some odd numbers.

 

Riders can either buy an odd number and end up with an even number -- or buy an even number and end up with spare change on their card.

 

The 10-trip card will cost an awkward $17.39 and the 30-trip card will cost $52.17. 

 

 

the mta is trying to be more transparent. ha. but seriously sander was throwing around some big money numbers an plans.  :-o

 

 

MTA Chief Outlines Service Improvements In First State Of The MTA Address

 

March 03, 2008

 

Service improvements, more train service and extended bus routes were all topics on the agenda in MTA chief Elliot Lee Sander's first ever State of the MTA address.

 

Sander says the money is now there for the agency to green-light the improvements. In all, Sander discussed 32 separate proposals, costing $46 million a year.

 

http://www.ny1.com/ny1/content/index.jsp?stid=1&aid=79020

 

After all the exciting announcements from the past few years, it's been really painful watching some of the big MTA projects start to die or go on ice.

 

"The completion date for phase one of the Second Avenue subway line has been pushed back to 2015."

 

Crap.

 

given the constituency & when i put on my tinfoil hat -- i suspect money and effort for the 2nd ave subway are being siphoned off into the (useless) eastside access project.

^ 'useless eastside access project' 

 

You don't like brining the LIRR to Grand Central?  Isn't LIRR the busiest commuter RR in America?  Isn't the idea of brining the LIRR directly to NYC's other huge Manhattan rail hub a good idea?  I'll admit, its a tad pricey but, hell, look at Boston's infamous 'Big Dig.'  At least this is a transit project in one of the world's greatest transit cities...

except that the lirr already goes to penn, of course, so of everything and anything that could be built this project isn't exactly a much needed priority. also don't forget the lirr is a commuter rail service that caters to suburbanites, so i don't give much of a hoot about it.

 

realistically, i don't mind that the mayor and others have pet commuter rail transit projects like east side access so much as long as it doesn't take away from city projects like the 2nd ave subway construction. i'm not so sure it doesn't.

 

 

In fairness to the LIRR, a sizable portion of the riders are Queens residents...and selfishly, I would love to be able to take a train to JFK from the East Side, but I definitely agree that the 2nd Ave Subway needs to be a higher priority if there is direct competition for funds.  The UES is the most densely populated community district in the city (and hence, the densest large neighborhood in the country) and has among the worst subway service in Manhattan.

 

I think the 7 extension too should take a back seat...all that money for one station.

^StrapHanger stole some of my thunder, mrnyc.  LIRR, to me, is more like a regional rapid transit than a commuter railroad that does take up a lot of slack for the MTA subway's rather scant coverage of Queens, this most populous NYC borough, as well as the dense, close in urban/suburbs, like Hempstead, Valley Stream, Lynnbrook, Elmont and the like.  Actually, when I 1st heard of this program, I thought Grand Central and Penn Station were to be linked by LIRR, but that's not the case, which would have been preferable.  I guess if I had my druthers, LIRR would branch off the Port Washington Line to LaGuardia airport which, finally, would give NYC's last big airport some kind of direct (or simi-direct, in the case of Newark Int'l) rail service... but I guess you can't have everything.

http://www.jsonline.com/story/index.aspx?id=724218

 

Milwaukee: $91.5 million federal transit aid blocked

 

By LARRY SANDLER

[email protected]

Posted: March 3, 2008

 

After years of wrangling over how to spend $91.5 million in long-idle federal aid, a bureaucratic mix-up has blocked further study of using the money for public transit improvements, officials said Monday.

 

 

More at link above:

March 5, 2008

The New York Times

Editorial

Mass Transit Needs Congestion Pricing

 

The Metropolitan Transportation Authority says it will need $29.5 billion over the next five years for system improvements, including buying new subway cars, upgrading signals and expanding. Anyone who rides New York’s subways, buses and commuter rails would have to concede that the system badly needs the help. The question is how to find all that cash without sticking up riders again. A big part of the answer should be congestion pricing.

 

More at:

http://www.nytimes.com/2008/03/05/opinion/05wed4.html?_r=1&th&emc=th&oref=slogin

This is different from the previous article regarding the private, shorter length LRT. This is more significant (IMO), because they are successfully navigating the Federal Waters to get $$$

 

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

Study urges light rail on Woodward Avenue

By Bill Shea

 

An 18-month mass transit study in metro Detroit recommends building a publicly funded $371.5 million light rail line along eight miles of Woodward Avenue from downtown to the Michigan State Fairgrounds.

moynihan station news.

 

interesting how they are going about trying to get a big project moving (public-private partnerships, governor getting personally involved):

 

 

Big Moynihan Station Plan Is Sputtering

 

By CHARLES V. BAGLI

Published: March 6, 2008

 

In 1999, Senator Daniel Patrick Moynihan unveiled plans to transform the classical elements and monumental scale of the James A. Farley Post Office on Eighth Avenue into a gleaming new train station. It would be, he pledged, a return to an era of “great public works.”

 

http://www.nytimes.com/2008/03/06/nyregion/06moynihan.html?pagewanted=1&_r=2&ref=nyregion

^You might as well punt on serious transit, esp rail, in cities like Milwaukee.  Such towns are more about stonewalling than they are serious progress.  Transit political soap opera seems all such towns are interested in so, really, voters might as well get wise and close the spigot on all the (tens) of millions spent on useless studies...

 

Time to give up on Milwaukee rail transit... And if Cincy can't get its act together soon, ... (at least Cincy did put a serious proposal before the voters a few years ago and advocates seem more entrenched than in Milwaukee, so I have more hope for the Queen City, which seem so well suited for rail transit).

10.3 Billion Trips Taken On Public Transportation Ridership In 2007  

 

Washington, DC  20006    March 10 2008 

For Immediate Release

American Public Transit Association

March 10, 2008

Contact:

Virginia Miller

(202) 496-4816

 

 

10.3 Billion Trips Taken On Public Transportation Ridership In 2007

The Highest Level in 50 Years; Ridership Increased as Gas Prices Remained High

 

 

The American Public Transportation Association (APTA) announced today that Americans took 10.3 billion trips on public transportation in 2007, the highest level in 50 years, representing a 2.1% increase over the previous year.

 

“In light of high gas prices, increased road congestion, and expanded public transit services, this continued growth in ridership demonstrates how important public transportation is for America,” said APTA president William W. Millar. “Now with gas prices predicted to rise to $4 a gallon, there is a greater urgency for higher federal funding to expand U.S. public transportation systems so Americans have an affordable transportation choice.

 

 

“In addition, public transportation is a key part of the solution to decreasing greenhouse gases and meeting our national goal of energy independence,” concluded Millar. “When more people ride public transportation, there are more reductions in carbon emissions and our country is less dependent on foreign oil.”

 

 

Public transportation use is up 32% percent since 1995, a figure that is more than double the growth rate of the population (15 percent) and up substantially over the growth rate for the vehicle miles traveled (VMT) on our nation’s highways (24%) for that same period.

 

 

Light rail (modern streetcars, trolleys, and heritage trolleys) had the highest percentage of ridership increase among all modes, with a 6.1 percent increase in 2007. Light rail systems showed double digit increases in the following areas: New Orleans (128.6%); Denver (66.2 %); Saint Louis (27.0%); Philadelphia (26.2%); Kenosha (18.5 %); the state of New Jersey (14.7%); and Memphis (11.3%).

 

 

Commuter rail posted the second largest ridership increase at 5.5 percent. The five commuter rail systems with the double digit ridership growth rate in 2007 were located in the following areas: Nashville (257.9%); Santa Fe (96.6%); Harrisburg (41.3%); Seattle (27.4%); Oakland (14.2%); Dallas/Fort Worth (12.1%); Stockton (11.9%); Portland, ME (11.8%); and Pompano Beach, FL (10.3%).

 

 

Heavy rail (subways) ridership increased by 3.1%. The heavy rail systems with double digit increases in ridership for 2007 were in the following cities: San Juan (13.2 %) and Atlanta (10.1%).

 

 

Bus service saw an increase of 1.0, but in communities with a population of less than 100,000, bus services saw an increase of 6.4% in 2007. Major increases by large bus agencies occurred in the following cities: Seattle (7.5%); Denver (7.0%); and Minneapolis (5.4%).

 

 

To see the complete APTA ridership report go to http://www.apta.com/research/stats/ridership

 

 

For more information on public transportation’s role in climate change and energy independence, go to http://www.apta.com/research/info/online/land_use.cfm

 

 

 

 

# # #

 

 

 

APTA is a nonprofit international association of 1,500 member organizations including public transportation systems; planning, design, construction and finance firms; product and service providers; academic institutions; and state associations and departments of transportation. APTA members serve the public interest by providing safe, efficient and economical public transportation services and products. APTA members serve more than 90 percent of persons using public transportation in the United States and Canada.  

 

Virginia Miller ([email protected])

Senior Manager-Media Relations

American Public Transportation Association

1666 K Street NW

Washington, DC  20006

Phone : 202-496-4816 

 

Passenger train sprints into service

Crowds up before dawn for ride 30 years in the making

By Michael Burge

UNION-TRIBUNE STAFF WRITER

(San Diego)

March 10, 2008

 

NORTH COUNTY – Seventy people rode into history yesterday aboard the inaugural run of the Sprinter, the new passenger train that connects Oceanside and Escondido.

 

Passengers applauded as the first train pulled away from the platform at the Escondido station at 4:33 a.m., and applauded again when it completed its round trip about two hours later.

 

 

Find this article at:

http://www.signonsandiego.com/news/northcounty/20080310-9999-1m10sprint.html 

 

sun-sentinel.com/news/local/broward/sfl-flb3bdig03162sbmar16,0,3436798.story

 

South Florida Sun-Sentinel.com

South Florida: Tri-Rail ranked 9th best performing rail system

March 16, 2008

 

Tri-Rail ranked ninth among the nation's best performing commuter rail systems last year, the American Public Transportation Association said in a new report.

 

The complete ridership report is at www.apta.com/research/stats/ridership.

 

Copyright © 2008, South Florida Sun-Sentinel

More great news from supposedly "car dependent" California:

 

Through the roof, again!  

From the California Capital Corridors Joint Powers Authority

 

We have just received the February 2008 stats

from Amtrak, the fifth month of our FY08 federal fiscal year.  For the

Capitol Corridor, and indeed for all of California, the ridership and

revenue numbers continue to show substantial growth.  Ridership growth, and

especially revenue growth, across the state remains very strong on all

passenger rail routes. 

 

California continues to be "home" to 20% of all the

Amtrak passengers in the country.   For a continuing comparison, the

February 2008 Amtrak Northeast Corridor "Spine" ridership was 824,591

passengers, while California's three intercity corridors (NOT including the

intra-California ridership on Amtrak's long-distance trains) was 390,840 or

just a hair below 50% of the Northeast Corridor "Spine" ridership numbers.

(The spine numbers do not include Harrisburg-Philadelphia, or Albany -New

York City, or New Haven-Springfield).  Even with those included, California

still has  nearly 40% of the total Northeast ridership.  I still say that

this is something we need to 'crow' about, as most folks think that all

Amtrak's riders are just in the busy Northeast Corridor.

 

While February 2008 had one more day in the month than February 2007, this

'adjustment' would be in the range of 3-4%, meaning that there is very

strong growth all over California.

 

Amtrak reports for :

 

 

Capitol Corridor (February 2008):

 

  124,088 passengers  +19.7%  vs. 2007, and another record for the month

  $1,639,196  +28.3% vs. 2007  (there continues to be more than the

  'projected' riders, longer trips, more full fare tickets, etc.)

 

 

The on-time performance for February was again 88%, continuing the

improvement trend, and after 5 months the on-time performance is 86%, a

substantial improvement over the past several years.  While delivered

service to the customer was again just slightly below our standard of 90%,

the Union Pacific performance again reached 94%, the first time their

performance has been this high in recent years.  Union Pacific is

continuing to earn its incentive payment.  We are working with Amtrak to

try to improve mechanical reliability of the rolling stock.

 

The first five months ridership growth is +12.9%, and revenue for the same

period is +20.2%.  The last 12 month ridership is now at 1,523,630

passengers.

 

The revenue-to-cost ratio for January 50.7%, and the year-to-date

revenue-to-cost ratio is 52.3%.  Again, this is the best 'five month

report'  we have ever had to a fiscal year, for riders, for revenue, and

for farebox recovery.

______________________________________________________

 

Pacific Surfliners (February 2008):

 

  204,237 passengers  +11.6% vs. 2007

  $3,294,191  +14.8% vs. 2007

 

 

San Joaquins (February 2008):

  62,517  passengers  +18.4% vs. 2007

  $1,767,201  +11.4%  vs. 2007

 

Eugene K. Skoropowski

Managing Director

Capitol Corridor Joint Powers Authority

 

Oakland-Downtown transit link takes off

By Sam Spatter

FOR THE TRIBUNE-REVIEW

Thursday, March 20, 2008

 

Allegheny County is pushing forward with plans to develop a long-sought transit system to link Oakland, Downtown and eventually Pittsburgh International Airport.

The county Redevelopment Authority on Wednesday approved a $230,300 contract with Lea+ Elliot, a Miami-based engineering consulting firm, to produce a feasibility and financing plan for the initial phase of what could be a $1 billion project.

 

 

http://www.pittsburghlive.com/x/pittsburghtrib/news/cityregion/s_558136.html

http://www.youtube.com/watch?v=MhkXWyZtx9Q

 

so bad it's good. 

Looks like the Penn St. - Newark - Atalantic City Train got the go ahead.

http://www.youtube.com/watch?v=MhkXWyZtx9Q

 

so bad it's good. 

 

That is SO cute.

California seems to be nudging closer to true HSR.

 

http://www.sacbee.com/111/story/804079.html

 

 

High-speed rail backers hope adding private investors to bond measure will avoid delays

By Judy Lin - [email protected]

Sacramento Bee

Published 12:00 am PDT Saturday, March 22, 2008

 

Democratic lawmakers have agreed to Gov. Arnold Schwarzenegger's request to include public-private partnerships for a high-speed train that could travel from either San Francisco or Sacramento to Los Angeles in 2 1/2 hours.

 

more at:

http://www.sacbee.com/111/story/804079.html

 

New kind of growth emerging for Charlotte

Expect walkable, urban places anchored by transit stations

 

CHRISTOPHER B. LEINBERGER

Special to the Observer

 

I have been coming to Charlotte for 25 years, consulting for the likes of Crosland and Faison Enterprises, and have observed in Charlotte one of the most remarkable metropolitan transformations in the country. The economy has obviously changed, becoming one of the largest concentrations of U.S. financial institutions, thanks to the likes of Hugh McColl, Bank of America and Wachovia.

 

Your town has seen the metropolitan edge grow into South Carolina and up past Davidson. This sprawl is balanced by the splendor of uptown, or Center City, partially a benefit of McColl's focus on your downtown.

 

I returned to Charlotte two weeks ago, courtesy of the Charlotte Region Civic By Design Forum, sponsored by AIA Charlotte, to see what has happened since my last visit and to give a speech about the structural shift in how the country is building its built environment. As I mentioned in a column in the Observer before I came (March 8, "Charlotte, walk this way"), the metro areas are changing from just offering the Ozzie and Harriet version of the American Dream and adding a "walkable urban" Seinfeld version as well.

 

So what did I see in Charlotte?

 

First, I saw the beginning of the end of sprawl. Like much of the rest of the country, the over-production of automobile-driven suburban development at the fringe of your metropolitan area has reached its limits. The combination of outrageous commutes, high gas prices, and the increasing number of consumers preferring a walkable urban way of life have combined to end the geometric increase in land consumption.

 

The sub-prime crisis has just accelerated an underlying trend. That trend demonstrates that a lifestyle predicated on cheap gas, subsidized infrastructure and long commutes could not last.

 

Walkable, urban places

 

But what is emerging to take its place?Metro Charlotte seems to be following a national trend in creating and growing high-density, walkable urban places. The opening of the Lynx light rail line to the south is showing the way. It starts in a re-energized Center City with the one-of-a-kind performing arts center, museums, high-rise temples of commerce, sports venues, a convention center, high-end hotels, the central library, among other regionally significant treasures. There is now a "there there" in Center City.

 

However, housing is the true sign that a downtown is viable. For years, the few urbanites in Charlotte found refuge in the Fourth Ward, one of the special places in the South. However, resilient, safe and racially and socially integrated housing districts have emerged in the First, Second and Third Wards, as well as the beginning of luxury high-rise living in the heart of Center City. There even are small grocery stores and some of the best dining in the region. You are seeing the emergence of a Big City.

 

But it definitely is not confined to Center City.

 

Downtown-adjacent places such as Southend, arts-focused places like NoDa, and emerging Elizabeth Avenue and Midtown all are providing rich options. Each of these places has its own character. These places offer a somewhat lower density, but still walkable urban, alternative to Center City.

 

There is going to be a major hurdle to transforming SouthPark into what it wants to be, an upscale walkable urban place like Winter Park in Orlando or Bethesda near Washington, D.C. It was built for the easy movement and storage of the car, and a decision will have to be made as to whether it wants to be a drivable place -- or a walkable place. Right now, it is trying to be both, is neither fish nor fowl, and this will fail. The fact that there are no plans for rail transit nearby is just one of many signs that it is a very confused area.

 

Metro Charlotte's future

 

Regardless of whether SouthPark figures out what it wants to be when it grows up, there will be 8-10 regionally significant, walkable urban places to develop in Metro Charlotte over the next two decades. Each will have a unique character and different density. What they will have in common is that they are walkable (also bikable) for most residents' everyday needs and maybe even employment.

 

Only four or five have begun to germinate so far. SouthPark should be on that list but won't be until it solves its identity crisis. Where will the others emerge? Best bet is to follow the rails. Most will be anchored by a transit station.

 

I think I have seen the future of Charlotte. Continue to build out the light-rail system and encourage mixed-use, high-density zoning around the stations. You will find that your extraordinary growth of the past generation will continue but in a new and different manner since the market demands different options. You will also find that this new kind of growth will be economically, financially and environmentally more sustainable.

 

 

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

Christopher B. Leinberger is a visiting fellow at the Brookings Institution, a professor at the University of Michigan and a real-estate developer. He is author of "The Option of Urbanism: Investing in a New American Dream."

Bill to fund rail extension on track

State House: Lawmakers back a plan to use car rental taxes for upgrades north of Portland.

By DENNIS HOEY, Staff Writer

Portland Press Herald

April 2, 2008

 

A bill that would provide funding to extend passenger rail service north from Portland to Freeport and Brunswick is going to the Legislature with a solid ought-to-pass recommendation.

 

Sen. Dennis S. Damon, D-Trenton, and Rep. Boyd P. Marley, D-Portland, co-chairmen of the Legislature's Transportation Committee, said committee members supported the bill on a 9-3 vote.

 

More at:

 

http://pressherald.mainetoday.com/story.php?id=179227&ac=PHnws

March 24, 2008--Missouri legislators and transportation officials tour the train platform

terminal area of the new Amtrak station in downtown St. Louis.

(Christian Gooden /P-D)

 

http://www.stltoday.com/stltoday/news/stories.nsf/commutingtraffic/story/BF0E0F071ED927AF862574170011F789?OpenDocument

 

New train depot will open soon

By Elisa Crouch

ST. LOUIS POST-DISPATCH

03/25/2008

 

ST. LOUIS — Once escalators are working and the track extensions are finished in late

spring, the Gateway Transportation Center will fill with bus and train passengers.

 

Whether many of them will be boarding Amtrak trains to Kansas City — that's the

uncertainty.

 

About two dozen Missouri legislators toured the new train and Greyhound depot near

Scottrade Center on Monday and heard a pitch for more Amtrak funding — a $10.6 million

request to improve on-time performance and ridership across the state.

 

Heavy freight rail congestion in Missouri has hurt Amtrak's reliability between St. Louis

and Kansas City. Annual boardings have dropped to 144,000 in 2007, a 30 percent

decline since 2000, according to Amtrak.

 

The drop bucks the growth in passenger rail service nationwide. In Illinois, where the state

has invested $100 million in track improvements since 2000, ridership between Chicago

and St. Louis has risen 93 percent to 409,000 passengers.

 

"What we have found (in Missouri) is the reliability issue is really well known," said Marc

Magliari, Amtrak spokesman, after riding a train with legislators from Jefferson City. "The

difficulty we're having with reliability has really been driving ridership downward."

 

Amtrak's problem in Missouri is the single east-west track it shares daily with about 55 to

60 freight trains, transportation officials say. West of Jefferson City, the trains share one

track that operates like a single-lane road with occasional pull-over lanes, except the

lanes aren't long enough for freight trains. The shorter Amtrak trains, then, must always

pull over and stop whenever freight trains are approaching.

 

As a result, 29 percent of Amtrak trains on the route ran more than 30 minutes late last

year, according to the Missouri Department of Transportation. Some months, as many as

46 percent of trains were more than 30 minutes late, with many delayed by two to three

hours.

 

"We're not here because things are going well," said Brian Weiler, who oversees rail safety

and use for the Transportation Department.

 

The Missouri Department of Transportation is requesting $10.6 million from the

Legislature to address the situation. Much of the money would be spent on additional

pull-over track, called sidings, that would be long enough for freight trains. The

additional track would allow Amtrak trains to pass, thereby improving on-time

performance.

 

A study by the University of Missouri last year found that more than half of Amtrak's

delays in 2005 were due to freight train interference. Increasing coal shipments and rising

gasoline prices account for much of the growing freight congestion, said John Mulligan of

Union Pacific, which owns the track between St. Louis and Kansas City.

 

"Our business is booming," Mulligan said.

 

As legislators toured the unfinished $27 million building, several said they would like to

see Amtrak service in Missouri improve. The building, with its four train platforms and 10

bus bays, is set to open in early June. Legislators hope to figure out the future of Missouri

Amtrak service before then.

 

"We don't have the money for it, that's the bottom line," said Rep. Sam Komo, D-House

Springs, a member of the Transportation Appropriations Committee. To get millions

needed for capacity improvements, he said, "We've got to think outside the box."

 

[email protected] | 314-340-8119

Michael Dukakis: Toll road bad news is high-speed rail good news

By Michael Dukakis and Arthur Purcell - Special to The Bee

Published 12:00 am PDT Friday, April 4, 2008

 

The recent 8-2 California Coastal Commission vote against the Foothill-South Toll Road extension through Orange County may have been bad news for those who like to build and drive on crowded freeways, but it was great news for the traveling public.

 

Besides underscoring strong concerns about potential long-term environmental damage in a project of this type and size, the lopsided vote sent out an important message: Californians are tired of the freeways-as-usual approach that creates more traffic congestion, not less.

 

more at:

 

http://www.sacbee.com/110/story/835703.html

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

 

News From the California Captial Corridors:

 

Americans won't ride trains?  Are you sitting down?  If any evidence to the

contrary is needed, just use these California statistics.  If the "auto

capital of the world" is attracting this kind of intercity passenger

market, the naysayers for rail investment can indeed be effectively

countered with these actual statistics.

 

The March 2008 Capitol Corridor statistics from Amtrak may cause me to

order a bottle of 'heart palpitation pills'!  This is the sixth month of

our FY08 federal fiscal year, and there seems to be no stopping the

growth..

 

Amtrak reports for :

 

Capitol Corridor (March 2008):

 

  138,211 passengers  +16.8%  vs. 2007, another record for the month, and

  the second highest ridership month for the service.

  $1,907,638 revenue  +33.1% vs. 2007  (there continues to be more than

  the 'projected' riders, making longer trips, buying more full fare

  tickets, etc.)

 

 

The on-time performance for March was 84.2% (down slightly), with

year-to-date on-time at 85.6%, again, a substantial improvement over the

past several years.  While delivered service to the customer was below our

standard of 90%, the Union Pacific performance was in the low 90% range,

sustaining a high level of reliability for every one of the first six

months in this fiscal year.

 

The year-to-date ridership growth is +13.6%, and revenue for the same

period is up +22.4%.  The last 12 month ridership is now at 1,543,497

passengers.  At this rate, the current year should end up somewhere between

1.6 and 1.7 million on the Capitol Corridor.

 

The revenue-to-cost ratio for March is 59% (the highest month ever), and

the year-to-date revenue-to-cost ratio is 53.3%.  Again, this is the best

'six month report'  we have ever had to a fiscal year, for riders, for

revenue, and for farebox recovery, and near the top for on-time

performance.  And the riders continue to come....................

 

For the Capitol Corridor, and indeed for all of California, the ridership

and revenue numbers show substantial and sustained growth.  Again,

ridership growth, and especially revenue growth, across the state remains

very strong on all passenger rail routes.  California continues to be

"home" to at least 20% of all the Amtrak passengers in the country.  For a

continuing comparison, the March 2008 Amtrak Northeast Corridor "Spine"

ridership was 932,592 passengers, while California's three intercity

corridors (NOT including the intra-California ridership on Amtrak's

long-distance trains) was 465,387 or almost exactly 50% of the Northeast

Corridor "Spine" ridership numbers.  (The spine numbers do not include

Harrisburg-Philadelphia, or Albany -New York City, or New

Haven-Springfield).  Even with those 3 NEC "branches" included, California

now has nearly 41% of the total Northeast Corridor ridership.  Clearly, a

major portion of all Amtrak's "corridor" riders are here in California and

NOT just in the busy Northeast Corridor.

 

March 2008 shows that there is very strong growth all over California.

______________________________________________________

 

Pacific Surfliners (March 2008):

 

  248,808 passengers  +9.4% vs. 2007  (6 months YTD: +7.0%

  $4,166,311 revenue  +16.4% vs. 2007 (6 months YTD:  +9.5%)

 

  On-time performance for March: 71.6%

  YTD on-time:  78.4%

 

San Joaquins (March 2008):

  78,368  passengers  +26.7% vs. 2007

  $2,270,691  revenue  +20.5%  vs. 2007

 

  On-time performance for March:  81.2%

  YTD on-time: 85.7%

 

Eugene K. Skoropowski

Managing Director

Capitol Corridor Joint Powers Authority

http://www.railwayage.com/breaking_news.shtml#Feature2-4-9

 

April 8, 2008

Three bids submitted for HBLRT extension

 

New Jersey Transit expects in May to choose one of three bids submitted for extending Hudson-Bergen Light Rail Transit (HBLRT) one mile south to 8th Street, Bayonne. The bids, opened March 7, are being reviewed by NJ Transit staff.