Isn't that less because of a preference for air travel and more because they want the Penn Station redevelopment to be a part of a seriously gigantic renewal scheme?

 

I haven't heard anything recently but know there were a handful of proposals the city chose from as a basis for what they wanted to do. Including redeveloping the neighboring former post office into a station expansion, a new station, the demolition of MSG, the demolition of the existing office tower over Penn Station, and the redevelopment of that land and a ton of the land surrounding that area leading all the way out to the Hudson.

 

As far as I've heard from people who worked on those proposals the city wants to take a "do it big or don't do it at all" approach to the reconstruction of Penn Station. So an even more massive project than, say, Hudson Yards which it would potentially connect to.

 

Hudson Yards is an independent project from the conversion of the Farley Post Office into the Moynihan Station....

http://www.nytimes.com/2014/08/27/nyregion/progress-is-made-in-plan-to-convert-post-office-into-penn-station-annex.html

My wording wasn't super clear. I was referring to the handful of plans revealed a couple years ago for redevelopment of that entire area to connect into the development happening in Hudson Yards while removing the existing MSG and Penn Station and utilizing the Farley building as an expansion.

 

http://ny.curbed.com/archives/2013/05/29/four_plans_for_a_new_penn_station_without_msg_revealed.php

 

I'm referring to these. Which are obviously...well, out there. But could be used as a basis for a more realistic proposal.

 

All I know is I'm tired of waiting. The eastern terminus of Ohio's trains deserves a better headhouse than a subway-like stop below Madison Square Garden. Let's get this done first, then do whatever with the less-important LaGuardia.

I agree it's a pile of garbage, but the city is trying to fix a bunch of serious urban planning issues all at once which, though a much longer project, is far more desirable long-term. You can't fix Penn Station without tearing down MSG, and you can't tear down MSG without them having somewhere new to go, and you can't have somewhere new for them to go without a much bigger redevelopment scheme, and you can't have a much bigger redevelopment scheme without a longer timetable.

Something else to consider: That to build the Penn Station annex, you have to demolish the block of buildings on the south side of Madison Square Garden. Expensive, but if you do this, you can build a new terminal above the tracks and let MSG take its course. When MSG goes, then you can build a new concourse with a sunlit atrium with higher ceilings.

Board approves $20M Caltrain electrification project

Bay City News

Published: July 30, 2015, 4:33 am

 

SAN FRANCISCO (BCN) — The Bay Area Air Quality Management District board today approved $20 million in funding for a Caltrain electrification project expected to greatly reduce emissions and allow for expanded passenger service.

 

The funding, to be paid out in installments over the next several years, will go toward the electrification of 51 miles of track between San Francisco and San Jose and the replacement of Caltrain’s 29 diesel locomotives with electric models.

 

The project will allow Caltrain to increase service from the current 92 trains a day to 114 a day, taking additional cars off the road, while reducing emissions by up to 97 percent by 2040, according to a report from Jack Broadbent, executive director of the air district. Caltrain also expects to reduce fuel use by an estimated 3.4 million gallons a year.

 

MORE:

http://kron4.com/2015/07/30/board-approves-20m-caltrain-electrification-project/

Make that 2 non-NEC region, non-Chicago commuter rail electrifications (the 2nd after Denver) in America -- the 1st 2 all-new such installations since the Depression. ... Things are slowly, steadily looking up for this country transit-wise.

Looks like someplace on the Northeast Corridor, right? Nope, it's the view from Amtrak's California Zephyr backing into Denver Union Station.....

Private company seeks exclusive rights for high-speed rail between Roch. and the Twin Cities.

http://www.postbulletin.com/news/politics/private-company-seeks-exclusive-rights-for-high-speed-rail/article_050bb56d-d9fd-53f1-80f6-27bb6df0b97a.html …

Want this train service expanded to Cincinnati??

 

A press release, posted at:

http://www.in.gov/activecalendar/EventList.aspx?view=EventDetails&eventidn=222358&information_id=217421&type=&syndicate=syndicate

 

[iNDOT] New Hoosier State Train Offers Wi-Fi, Food Service, Dome-Car Seating

Start Date: 8/1/2015 Start Time: 12:00 AM

End Date: 8/1/2015

inShare

Entry Description

New Hoosier State Train Offers Wi-Fi, Food Service, Dome-Car Seating

 

INDIANAPOLIS – The Indiana Department of Transportation announces it has signed long-term passenger rail agreements with Amtrak, Iowa Pacific Holdings and on-line communities for the Hoosier State train, which operates four days per week between Chicago and Indianapolis. The Hoosier State train transitions to the new service beginning tomorrow, Aug. 2.

 

New amenities on board

State and local governments are contracting with the private sector to improve the service and provide new amenities, making it competitive with driving or taking the bus. Iowa Pacific will offer fresh food and drinks, including alcoholic beverages, for purchase on board.

 

Passengers can stay productive or enjoy the journey with limited free Wi-Fi service in all passenger cars. The Hoosier State’s Wi-Fi network uses available bandwidth from cellular carriers along the tracks.

 

One of the three Iowa Pacific passenger cars will be a unique dome lounge, which will soon house business-class seating with hot meals and drinks included. For a limited time, Hoosier State coach passengers may enjoy the dome lounge and its curved glass windows that extend overhead at no additional charge. Seats are available on a first come, first served basis, and each table generally seats four passengers.

 

In addition, the contracts allow flexibility for possible future improvements in schedule, frequency or connecting bus service.

 

Purchase tickets

The four-days-weekly Hoosier State (Trains 850 & 851) combines with the three-days-weekly Amtrak Cardinal (Trains 50 & 51) to provide daily service between Indianapolis and Chicago.

 

Tickets are available at Amtrak.com, 800-USA-RAIL and other sales channels, including Amtrak mobile apps. Hoosier State adult coach fares range from $24 to $48 each way and are subject to discounts and two rewards programs, the Rail Baron Club and Amtrak Guest Rewards. Amtrak eTickets, paper tickets and reservations will continue to be issued, and existing tickets will be honored with no changes in fares, schedules or procedures.

 

New contracts

Under the new contracts, Amtrak will serve as the operator for the Hoosier State, work with host railroads, provide train and engine crews, and manage reservations and ticketing. Trains will continue to be operated by experienced and well-trained Amtrak crews responsible for safe operations. Each month, INDOT will pay Amtrak for its expenses not covered by ticket revenue or Amtrak will provide the state with any excess revenue.

 

Iowa Pacific is the state’s contractor to provide the train equipment, train maintenance, food service and marketing. Iowa Pacific is one of the world’s premier providers of passenger and excursion trains with services in Colorado, Massachusetts, New York, Oregon, Texas, and other states. INDOT will receive 25 percent of Iowa Pacific’s operating profits for the Hoosier State.

 

Initially INDOT anticipates paying a total of $254,527 per month and the communities of Crawfordsville, Lafayette, Rensselaer, Tippecanoe County and West Lafayette would pay a combined $21,194 per month. The contracts continue through June 30, 2017, and INDOT may prolong the service with Iowa Pacific for up to four additional years.

 

The contracts require Amtrak and Iowa Pacific Holdings to comply with all Amtrak and Federal Railroad Administration requirements. INDOT has designated a staff member to manage contract compliance, and will retain a mechanical expert for routine inspections of the Hoosier State locomotives and railcars.

 

###

Rebuilding Philly.....

 

Monday, August 03, 2015

SEPTA: Reinvesting and rebuilding

Written by  Carolina Worrell, Managing Editor

 

With funding in place, the Southeastern Pennsylvania Transportation Authority is delivering on its promise to restore essential infrastructure.

 

As a result of the passage of Pennsylvania Act 89 (House Bill 1060) in November 2013—Pennsylvania’s most comprehensive piece of state transportation legislation in decades, providing capital funds to advance transportation improvements throughout the state—the Southeastern Pennsylvania Transportation Authority (SEPTA) is now in the position to restore essential infrastructure that supports safe and efficient service to its more than 1.1 million daily riders.

 

The agency’s Rebuilding for the Future program (funded through Act 89, launched in October 2014 and initiated by SEPTA Deputy General Manager and former Chief Engineer Jeffrey Knueppel) design and construction is under way on projects in Philadelphia and suburbs Delaware, Montgomery, Bucks and Chester counties. In Fiscal Year 2015, SEPTA will invest more than $570 million in infrastructure and vehicle rehabilitation projects. Over the next five years, SEPTA says it anticipates dedicating approximately $3.4 billion to system restoration.

 

MORE:

http://www.railwayage.com/index.php/passenger/septa-reinvesting-and-rebuilding.html

Schumer wants $550M Sandy funds handed over to Amtrak

http://nypost.com/2015/08/24/schumer-wants-550m-sandy-funds-handed-over-to-amtrak/

mta says sept 13th at around 1pm is set as the time for the first rides on the new 7 train subway extension:

 

http://pix11.com/2015/08/27/finally-mta-announces-time-and-date-for-the-first-ride-on-new-7-train-extension/

Rebuilding Philly.....

 

Monday, August 03, 2015

SEPTA: Reinvesting and rebuilding

Written by  Carolina Worrell, Managing Editor

 

With funding in place, the Southeastern Pennsylvania Transportation Authority is delivering on its promise to restore essential infrastructure.

 

As a result of the passage of Pennsylvania Act 89 (House Bill 1060) in November 2013—Pennsylvania’s most comprehensive piece of state transportation legislation in decades, providing capital funds to advance transportation improvements throughout the state—the Southeastern Pennsylvania Transportation Authority (SEPTA) is now in the position to restore essential infrastructure that supports safe and efficient service to its more than 1.1 million daily riders.

 

The agency’s Rebuilding for the Future program (funded through Act 89, launched in October 2014 and initiated by SEPTA Deputy General Manager and former Chief Engineer Jeffrey Knueppel) design and construction is under way on projects in Philadelphia and suburbs Delaware, Montgomery, Bucks and Chester counties. In Fiscal Year 2015, SEPTA will invest more than $570 million in infrastructure and vehicle rehabilitation projects. Over the next five years, SEPTA says it anticipates dedicating approximately $3.4 billion to system restoration.

 

MORE:

http://www.railwayage.com/index.php/passenger/septa-reinvesting-and-rebuilding.html

 

I hate the fact SEPTA keeps buying electric locos and coaches geared for more long-distance, few-stop systems like those serving NYC.  Push-pull locos and coaches just don't fit Philly's regional rail system of generally rapid-transit spaced stations ... This  means the "commuter train" aspect of SEPTA Regional Rail will likely not change for the foreseeable future.  I've always felt a more rapid transit/S-Bahn regional metro was the optimum approach for this system.  Indeed, I believe this is what planners foresaw when they built the tunnel.  But alas, that Center City commuter tunnel is now 31 years old!!.  So it appears that the rebuilding aspects to convert regional rail (ie: raising the platforms at all 144 stations, upgrading cab signaling for tighter train spacing, more and better grade separation at key junctions -- like Chestnut Hill West from the NEC in N. Philly... among others), are simply too expensive and too overwhelming for SEPTA's plate...

 

... So hourly off-peak (and half-hourly rush hour!) trains serving the city and close-in burbs, with big clunky cars, slowly boarding passengers from low platforms will continue to be the order of the day ... for decades to come... Ugh!

AZ DOT releases draft Tucson-Phoenix passenger rail study

http://www.azdot.gov/planning/CurrentStudies/PassengerRail

SEFTA ‏@SEFTAlt  52s52 seconds ago

#TriRail chief says downtown #Miami link is ‘going to happen’

http://www.miamiherald.com/news/local/community/miami-dade/article33635637.html

SEFTA ‏@SEFTAlt  52s52 seconds ago

#TriRail chief says downtown #Miami link is ‘going to happen’

http://www.miamiherald.com/news/local/community/miami-dade/article33635637.html

 

Despite the fact that Florida has a corporatist/Tea Party governor, things keep progressing. By 2018, the state could have the makings of a public transportation system that is a real and viable alternative to highways. Orlando's Sunrail will be extended to Orlando International Airport, connecting with All Aboard Florida and at the south end, it will be possible to connect with TriRail. It will be much easier to get around in that part of the state and that will lead to a call for more.

SEFTA ‏@SEFTAlt  52s52 seconds ago

#TriRail chief says downtown #Miami link is going to happen

http://www.miamiherald.com/news/local/community/miami-dade/article33635637.html

 

This is great news for a Miami transit network that suffered a huge blow a few years ago when it's plans for extensive Metro rail expansion died due to transit agency mismanagement.  This new Tri-Rail terminal will wed Amtrak, Tri-Rail, Metro and the Metro mover which I wish they would extend across the Causeway to ridiculously crowded Miami (South) Beach... But I understand planners are looking at LRT or a streetcar for South Beach instead.

This is great news for a Miami transit network that suffered a huge blow a few years ago when it's plans for extensive Metro rail expansion died due to transit agency mismanagement.  This new Tri-Rail terminal will wed Amtrak, Tri-Rail, Metro and the Metro mover which I wish they would extend across the Causeway to ridiculously crowded Miami (South) Beach... But I understand planners are looking at LRT or a streetcar for South Beach instead.

 

And All Aboard Florida.

if you build it, they will come -- portland max orange line opens today!

 

 

http://www.oregonlive.com/portland/index.ssf/2015/09/3_ways_the_orange_line_will_ch.html

 

hudson yards 7 train station is open - photos here:

 

http://forum.skyscraperpage.com/showpost.php?p=7162462&postcount=1222

 

ny & nj governors agree to fund half of a new trans-hudson tunnel:

 

http://secondavenuesagas.com/2015/09/15/cuomo-christie-offer-the-feds-a-50-50-split-on-a-trans-hudson-rail-tunnel-but-it-may-not-be-gateway/

 

Port Authority facing possible indictment for diverting $1.8b for Hudson tunnels to NJ roads. http://t.co/D1LtteXncB via @crainsnewyork

ny state and city come to a $26B funding agreement for mta.

 

this includes extending 2nd ave subway phase II to harlem, a new metrocard fare system, yadda:

 

http://newyork.cbslocal.com/2015/10/...o-mta-funding/

 

via ssp -- Phase II of the SAS (north into Harlem) actually has a lot of the tunnels already built from the aborted attempt back in the 70s.

 

Pretty much just the stations and the branch down 125th need to be built.

 

Also the storage track, since the full SAS plan includes no railyard to store and maintain the trains, and there's really no place in Manhattan to put a railyard.

 

So that is a storage track at the north end of the line, where it curves under 125th?  Will a driver just hang out there and take his lunch break or what exactly?  Seems like it would have made more sense to do a storage track in line with 125th, enabling some sort of future extension.  Or maybe this storage track is in fact a link to a future Bronx extension. 

no, the storage area is the stub north of 125th st.

 

the curve takes the 2nd ave train to the lex line and metro-north station.

 

maybe it will be extended west across 125st someday, but there are no current plans for that. although you can see the obviousness of doing it.

Well one thing I sketched out in my mind years ago is that if the #7 is extended to NJ then a 125th St. line could also tunnel under the Hudson and the two could form a loop.  The Hudson-Bergen light rail line does have one or two real subway stations under West New York but obviously that whole area would benefit from much more direct transit service to Manhattan. 

Passenger train proponents: Spend big bucks on proposal

BY BORYS KRAWCZENIUK, STAFF WRITER

Published: October 13, 2015

 

POCONO TWP. — One of the largest crowds ever at a meeting aimed at reviving a Scranton-to-New York City passenger train signaled support Tuesday with loud applause they hope will resonate with state and federal officials who must provide the key ingredient.

 

Money.

 

At least $551 million just to build it and millions of dollars more to operate it every year.

 

Almost 250 people at the Inn at Pocono Manor heard local elected officials, business leaders and other rail proponents tell state Secretary of Transportation Leslie S. Richards and Federal Transit Administration Acting Administrator Therese W. McMillan the train would relieve traffic congestion, boost tourism and, most importantly, create jobs in Northeast Pennsylvania.

 

“This room speaks for itself,” state Rep. Mike Carroll, D-118, Avoca, testified. “This project is of vital importance to Northeastern Pennsylvania.”

 

MORE:

http://thetimes-tribune.com/news/passenger-train-proponents-spend-big-bucks-on-proposal-1.1957236#.Vh_Gq8NxcRU.twitter

Well one thing I sketched out in my mind years ago is that if the #7 is extended to NJ then a 125th St. line could also tunnel under the Hudson and the two could form a loop.  The Hudson-Bergen light rail line does have one or two real subway stations under West New York but obviously that whole area would benefit from much more direct transit service to Manhattan. 

 

 

a jersey loop using the 7 train tunnel and an L train tunnel across the hudson to hoboken would be better because no palisades to deal with, but i suppose both are possibilities someday.

 

on a related note, they are really pushing to tear down the pabt, rebuild it in nj and bring the 7 train out there to it. so that is a start. there is a lot of merit to doing that. it's all just talk now, so we will see what happens.

Well one thing I sketched out in my mind years ago is that if the #7 is extended to NJ then a 125th St. line could also tunnel under the Hudson and the two could form a loop.  The Hudson-Bergen light rail line does have one or two real subway stations under West New York but obviously that whole area would benefit from much more direct transit service to Manhattan. 

 

 

a jersey loop using the 7 train tunnel and an L train tunnel across the hudson to hoboken would be better because no palisades to deal with, but i suppose both are possibilities someday.

 

on a related note, they are really pushing to tear down the pabt, rebuild it in nj and bring the 7 train out there to it. so that is a start. there is a lot of merit to doing that. it's all just talk now, so we will see what happens.

 

That's a great idea.  Since most bus travelers get on the subway anyway, it doesn't really make a difference from their perspective and it frees up prime Manhattan property for development. 

 

I just thought of something -- the lettered and numbered subway lines generally mark IRT vs BMT lines, so it might not be possible to mix #7 and Second Ave. trains.  I'm not enough of a nerd to know what the actual compatibility issues are though. 

 

 

IRJ ‏@railjournal  21s22 seconds ago

Denver airport rail link set for April opening

http://www.railjournal.com/index.php/commuter-rail/denver-airport-rail-link-set-for-april-opening.html?channel=00

From Wikipedia re Nashville's Music City Star commuter rail:

 

Currently there is only one line, with six more planned to other satellite cities around Nashville.

The current line is 32 miles long with 6 stations. The line is mostly one track, so this limits arrivals and departures to how long each train has to wait for the other to pass. The first "starter line" cost $41 million, or just under $1.3 million per mile, which made it the most cost efficient commuter rail start-up in the nation.

 

$41M for a mostly single-track starter line.  That seems awfully inexpensive.  With the wealth of railroad lines radiating from downtown Cleveland, why can't locals identify such a cost-effective commuter rail route here?

From Wikipedia re Nashville's Music City Star commuter rail:

 

Currently there is only one line, with six more planned to other satellite cities around Nashville.

The current line is 32 miles long with 6 stations. The line is mostly one track, so this limits arrivals and departures to how long each train has to wait for the other to pass. The first "starter line" cost $41 million, or just under $1.3 million per mile, which made it the most cost efficient commuter rail start-up in the nation.

 

$41M for a mostly single-track starter line.  That seems awfully inexpensive.  With the wealth of railroad lines radiating from downtown Cleveland, why can't locals identify such a cost-effective commuter rail route here?

 

Because the rail lines in Greater Cleveland are either very busy with freight trains or need a lot of upgrading to bring them up to passenger standards. The only ones that comes close to what Nashville had available is either the NS line west through Lakewood to Lorain or possibly the CSX/CVSR line to the south to Independence, although it needs lots of upgrading. If the line east to Solon and Aurora was in better condition, I would definitely add it too.

 

Nashville's Music City Star was a rare mix of a well-maintained, under-utilized rail corridor that entered the central business district, plus the construction of basic stations (some even began with gravel parking lots), and the use of second-hand, rehabilitated trains (the passenger cars are former Chicago bi-levels and the locomotives were ex-Amtrak rebuilds acquired and rehabbed at 1/10th the cost of new equipment). There was even a maintenance facility that belonged to a short-line railroad that was improved for use by the commuter rail service. Admittedly the Music City Star started out slow, with disappointing ridership. But it has steadily built up ridership to the point that the park-n-ride lots (since paved!) are being considered for expansion -- as is the overall system.

 

http://www.musiccitystar.org/

The West Shore route through Lakewood is the best potential upgrade esp because of the high density, walkable neighborhoods it traverses, esp downtown Lakewood and the Gold Coast as well as Cleveland's Edgewater neighborhood.  Lakewood is very similar to Evanston just north of Chicago which the transit article focuses on.  Lakewood's the 2nd densest city between Philly and Chicago.  In truth for these reasons, Lakewood merits extending the Red Line through it, which was the Van Sweringen's ultimate plan... I just wish officials could have followed the plan you put forth a decade (or so) ago to reroute freight trains off the close-in lake shore and off West Shore route freeing it up for transit.  Is there any chance this could still happen?

 

... Note: IIRC you noted NS actually moved backwards by increasing freight runs on this single-track route.

 

..... anyway, back to Nashville... I'm glad to see they are planning for the future and seriously targeting LRT routes and, unlike Cleveland, going with rail as the locally preferred alternative (whereas we know Joe C will go with BRT)... The Music City Star, which has had small numbers, but is growing slightly if memory serves, will be a building block for Nashville's future rail transit network.

The West Shore route through Lakewood is the best potential upgrade esp because of the high density, walkable neighborhoods it traverses, esp downtown Lakewood and the Gold Coast as well as Cleveland's Edgewater neighborhood.  Lakewood is very similar to Evanston just north of Chicago which the transit article focuses on.  Lakewood's the 2nd densest city between Philly and Chicago.  In truth for these reasons, Lakewood merits extending the Red Line through it, which was the Van Sweringen's ultimate plan... I just wish officials could have followed the plan you put forth a decade (or so) ago to reroute freight trains off the close-in lake shore and off West Shore route freeing it up for transit.  Is there any chance this could still happen?

 

... Note: IIRC you noted NS actually moved backwards by increasing freight runs on this single-track route.

 

..... anyway, back to Nashville... I'm glad to see they are planning for the future and seriously targeting LRT routes and, unlike Cleveland, going with rail as the locally preferred alternative (whereas we know Joe C will go with BRT)... The Music City Star, which has had small numbers, but is growing slightly if memory serves, will be a building block for Nashville's future rail transit network.

 

My parents have lived in Nashville for 20 years and I visit 1-2 times per year.  The city's situation is dire because the density of the metro is incredibly low (I saw one assessment that put them around 45th least dense out of the country's 50 largest metros) and there are basically zero obvious ROW's (other than paralleling interstates) available for light rail construction.  That's why there has been some push for commuter rail on the various freight lines, but DT Nashville is not a large employment center.  And on top of that, the city is built on rock (very few homes have basements and there are only a handful of underground garages downtown) that is typically broken up with dynamite at great expense.  I have heard speculation that the rock makes tunneling cost-prohibitive, but I'm not sure if that's true. 

 

 

 

NARP ‏@narprail  3m3 minutes ago

.@41NBC: Tax Allocation District among options for Macon-Atlanta #railroad funding.

http://www.41nbc.com/story/d/story/tax-allocation-district-among-options-for-macon-at/25436/079uS_LF2kapaxm8cymtxg

The West Shore route through Lakewood is the best potential upgrade esp because of the high density, walkable neighborhoods it traverses, esp downtown Lakewood and the Gold Coast as well as Cleveland's Edgewater neighborhood.  Lakewood is very similar to Evanston just north of Chicago which the transit article focuses on.  Lakewood's the 2nd densest city between Philly and Chicago.  In truth for these reasons, Lakewood merits extending the Red Line through it, which was the Van Sweringen's ultimate plan... I just wish officials could have followed the plan you put forth a decade (or so) ago to reroute freight trains off the close-in lake shore and off West Shore route freeing it up for transit.  Is there any chance this could still happen?

 

... Note: IIRC you noted NS actually moved backwards by increasing freight runs on this single-track route.

 

..... anyway, back to Nashville... I'm glad to see they are planning for the future and seriously targeting LRT routes and, unlike Cleveland, going with rail as the locally preferred alternative (whereas we know Joe C will go with BRT)... The Music City Star, which has had small numbers, but is growing slightly if memory serves, will be a building block for Nashville's future rail transit network.

 

My parents have lived in Nashville for 20 years and I visit 1-2 times per year.  The city's situation is dire because the density of the metro is incredibly low (I saw one assessment that put them around 45th least dense out of the country's 50 largest metros) and there are basically zero obvious ROW's (other than paralleling interstates) available for light rail construction.  That's why there has been some push for commuter rail on the various freight lines, but DT Nashville is not a large employment center.  And on top of that, the city is built on rock (very few homes have basements and there are only a handful of underground garages downtown) that is typically broken up with dynamite at great expense.  I have heard speculation that the rock makes tunneling cost-prohibitive, but I'm not sure if that's true. 

 

... note, however, that Salt Lake City has a relatively small metropolitan area (just over 1.1M), it's density is also low (1,666/sq. mi.) and it's downtown is small, too.  And yet, they are served by about 90 miles of rail! ... 44 miles of LRT and a similar amount for it's N-S commuter rail line.  This is an amazing can-do spirit for such a small metro area.  I wish Ohio cities were so motivated.

Salt Lake City is a very conservative place, but is also an active, outdoorsy and walking populace.  I'm sure it didn't come easy.  The large student population at the university probably helps.....

 

It will only happen if our citizens demand it.  We are an active bunch on here (with KJP leading the way in the Cleveland press--thank you sir!).  We need to spread it to all our fellow urban dwellers to keep up pressure on their representatives. 

 

 

Corporation to Oversee New Hudson Rail Tunnel, With U.S. and Amtrak Financing Half

http://www.nytimes.com/2015/11/12/nyregion/corporation-to-oversee-new-hudson-rail-tunnel-with-us-and-amtrak-financing-half.html?_r=1

Corporation to Oversee New Hudson Rail Tunnel, With U.S. and Amtrak Financing Half

http://www.nytimes.com/2015/11/12/nyregion/corporation-to-oversee-new-hudson-rail-tunnel-with-us-and-amtrak-financing-half.html?_r=1

 

Christie looks like such a fool. 

 

Fast track for Vegas - SoCal high-speed rail belongs to @XpressWest | @reviewjournal

http://www.reviewjournal.com/business/fast-track-high-speed-rail-belongs-xpresswest#

New Jersey Can't Pay Its Share for Rail Tunnel, Moody's Says

http://www.bloomberg.com/news/articles/2015-11-24/new-jersey-can-t-pay-its-share-for-rail-tunnel-moody-s-says

Restoration of Buffalo Central Terminal discussion

http://www.buffalonews.com/city-region/the-news-question-to-developers-how-would-you-resurrect-the-central-terminal-20150412

 

Canadian developer interested in developing NYC Central Terminal in Buffalo

http://www.buffalonews.com/city-region/canadian-developer-interested-in-redeveloping-central-terminal-20151201

After several decades, NFTA is finally entertaining discussions about extending Buffalo's very-productive (but short) Metro rail service.  IIRC the proposed extension to the airport would pass by Buffalo Central Terminal with a stop there. I'm not sure that returning Amtrak would be such a wise thing, though, because the current station, though small and drab, is downtown close to the waterfront area where the city, like Cleveland, is seeing considerable residential/commercial growth.  And Buffalo Central appears to be in a rather run-down part of town... Nevertheless, rehabbing this old Art Deco beauty and adding a Metro stop there would be a win-win situation if the city fathers (and mothers) can pull it off.

There's considering of consolidating Exchange Street station and Depew station into a single station. A station at the Larkin District was recently considered and may still be. But a redeveloped Central Station served by light rail is just too tempting to pass up.

After several decades, NFTA is finally entertaining discussions about extending Buffalo's very-productive (but short) Metro rail service.  IIRC the proposed extension to the airport would pass by Buffalo Central Terminal with a stop there. I'm not sure that returning Amtrak would be such a wise thing, though, because the current station, though small and drab, is downtown close to the waterfront area where the city, like Cleveland, is seeing considerable residential/commercial growth.  And Buffalo Central appears to be in a rather run-down part of town... Nevertheless, rehabbing this old Art Deco beauty and adding a Metro stop there would be a win-win situation if the city fathers (and mothers) can pull it off.

 

Central Terminal is in the old East Broadway Polish neighborhood which is similar to Cleveland's Slavic Village in its housing stock and economic condition.

Amtrak, state reach agreement on $570M Hartford line

DECEMBER 4, 2015

 

The state and Amtrak have reached an agreement to complete the Hartford rail line, receiving guaranteed agreements for cost ceilings and a clear timetable for work completion. The State Bond Commission next week will vote to approve $155 million in funding to complete construction of the future Hartford Line, a final installment to upgrade the line and launch expanded rail service between New Haven and Hartford.

 

This action brings the total funding for programs in this corridor to $643 million – $208 million of federal funds and $435 million of state funds. The cost for the upgrade of the Hartford Line is $570 million.

 

The completed Hartford Line will triple the number of trains between New Haven and Hartford and double the service between Hartford and Springfield. Four station projects are in construction and due to be completed prior to the launch of service, while critical fiber optic signal cable and communication nodes are installed along the corridor to power a brand new signal system.

 

MORE:

http://www.hartfordbusiness.com/article/20151204/NEWS01/151209939

Amtrak exec: Valley passenger rail service is 'doable,' but bigger push needed

By Jennifer Marangos, December 7, 2015 at 9:33 AM

 

An Amtrak official said recently it's a mystery to him why the Lehigh Valley doesn't have passenger rail service.

 

Joe McHugh, senior vice president of government affairs and corporate communications with Amtrak, spoke as part of a panel at the Renew Lehigh Valley “Summit for Smart Growth and Sustainable Communities” held on Friday at the Renaissance Hotel in Allentown.

 

The Allentown native, who has been with Amtrak for more than 21 years, told the crowd that the rebirth of passenger rail in the Lehigh Valley would definitely help to shape the financial future of the region.

 

MORE:

http://www.lvb.com/article/20151207/LVB01/151209902/amtrak-exec-valley-passenger-rail-service-is-doable-but-bigger-push-needed

Proposal to transform Penn Station unveiled

Posted on January 7, 2016

 

New York Gov. Andrew Cuomo unveiled the sixth signature proposal of his 2016 agenda: transform Penn Station and the historic James A. Farley Post Office into a world-class transportation hub. The project, known as the Empire Station Complex, will feature significant passenger improvements, including first-class amenities, natural light, increased train capacity and decreased congestion, and improved signage to dramatically enhance the travel experience. The project — which is anticipated to cost $3 billion — will be expedited by a public-private partnership in order to break ground this year and complete substantial construction within the next three years.

 

The original Penn Station first opened in 1910, and its underground areas have remained in continual use since then. In its current form, the station is designed to accommodate 200,000 daily passengers. In practice, it is the busiest train station in North America, serving more than 650,000 passengers every day and is plagued by widespread pedestrian congestion and outdated facilities. Gov. Cuomo's proposal will address these current shortcomings and transform the facility into a modern, iconic gateway to New York that is capable of meeting the demands of increased ridership in the 21st century.

 

READ MORE AND SEE GRAPHICS/VIDEO AT:

http://www.metro-magazine.com/rail/news/411785/proposal-to-transform-penn-station-unveiled