Wow, a subway.

 

... and this is the 2nd subway built in St. Louis, a town that's both smaller and less dense than Cleveland, and yet, the word subway is a curse word in Cleveland transit circles...

 

... guess it contrasts a "can do", cooperative spirit vs (Cleveland's) "can't do" bickering/fiefdom mentality.   Ugh!!!

http://www.masstransitmag.com/article/article.jsp?siteSection=3&id=1455

 

Land Purchase Is OKd for Transportation Hub in Los Angeles

 

Updated: August 29th, 2006 12:17 PM PDT

The Los Angeles Times

 

The city's plan to build one of the largest transit centers in Southern California cleared a major obstacle Monday.

 

The Orange County Transportation Authority approved an agreement to buy 13 1/2 acres between Angel Stadium and the Arrowhead Pond from the county for $32.5 million.

 

Plans call for the county's largest bus terminal, a parking structure, platforms for Amtrak and Metrolink trains, and room to add tracks for high-speed rail, officials said.

 

The center will be owned by the authority but built by the city, which hopes to partner with a private developer. No cost estimate or construction timetable was available, city officials said.

 

###

California Capital Corridors Greatly Increases Service

 

On next Wednesday morning, September 6, from 8.15-9.15 am, the Capitol

Corridor is holding an event at Sacramento Station (in the newly renovated

REA Building, on the 2nd floor above Starbucks) to celebrate the dramatic

increased train service on the Capitol Corridor Route between

Sacramento-Oakland/San Francisco-San Jose.  Please join us if you can.  The

invitation is attached.

 

The partnership between the Capitol Corridor Joint Powers Authority, the

California Department of Transportation, Union Pacific Railroad, Amtrak and

our six member transit agencies has made possible the largest intercity

passenger service increase in California history.

 

Other relevant facts:

 

                  -First Capitol Corridor service increase since April 2003

                  -This will be the most frequent intercity service in the

country, outside the Northeast Corridor (32 weekday trains, 22

weekend/holiday trains)

                  -Oakland-Sacramento train frequency will be the same

frequency as Amtrak operates on the Boston-New York segment of the

Northeast Corridor

                  -Ridership has nearly tripled in 8 years from 463,000

annually to 1,270,000 annually

                  -San Jose service goes from 8 weekday trains to 14 trains

every day

                  -Passenger miles are now about 90,000,000 annually

(equivalent to 90 million VMTs NOT on the highways)

                  -Cost recovery from fares is now about 50% (highest since

CCJPA was created in 1998), up from 29.8% in 1998

                  -Average fares are 18-20 cents per mile (compared to

cars, that are now about 40-60 cents per mile)

                  -Every train offers food and full beverage service,

including select California wines

                  -Annual state subsidy is still the same  (about $23

million per year) as it has been for the past 6 years (we are running a 32

train schedule on an 18 train budget!)  Expanded operations have been

self-financed with revenue growth, and from cost-economies implemented

jointly with Amtrak

                  -There is no federal capital funding or federal operating

funding for this service (the only sources of revenue are passenger fares

and state subsidy)

                  -Capitol Corridor is the third busiest route in the

Amtrak system.  Service first started in December 1991 after California

voters approved the bond measures of 1990, mandating a state-wide intercity

rail system, and provided the funds to implement it.  Consider it

"delivered" as mandated.

                  -Rolling stock is owned by the State of California

operated by Amtrak under a contract with the CCJPA

                  -About $160 million of state dollars has been invested in

improvements to the fixed facilities of the Union Pacific Railroad by the

state, benefitting passenger and freight services

                  -Growth in freight traffic (and Port traffic) has placed

a need for continuation of substantial capital investments into this line

to improve fluidity, capacity, and reliability.

                  -It is a partnership that works.

 

 

 

For more details, see the Capitol Corridor website:

www.capitolcorridor.org

On the other side of the country, a governor wants more passenger train services....

___________________

 

 

OFFICE OF THE GOVERNOR

 

NO. 22 FY 06/07

 

DATE  September 1, 2006

 

AN ORDER TO STRENGTHEN THE COMMUNITY AND ECONOMIC IMPACT OF AMTRAK'S DOWNEASTER SERVICE, AND TO ADVANCE PLANS FOR PASSENGER RAIL SERVICE NORTH OF PORTLAND

 

WHEREAS, the 115th Maine State Legislature enacted the Passenger Rail Service Act directing the Maine Department of Transportation to establish regularly scheduled rail service within and beyond the State of Maine; and,

 

WHEREAS, the 122nd Maine State Legislature established the policy that passenger rail service must be supported by the State, and directed the Commissioner of Transportation to present implementing legislation to the 123rd Legislature by and through Public Laws of2005, Chapter 519, Part YY, consistent with Executive Order 11, FY06/07; and,

 

WHEREAS, the Northern New England Passenger Rail Authority was formed in 1995to assist the implementation of the Passenger Rail Service Act; and,

 

WHEREAS, the Sensible Transportation Policy Act of 1991requires the State of Maine to incorporate transportation alternatives to highway construction and meet the diverse transportation needs of rural and urban populations, the elderly and the disabled; and,

 

WHEREAS, the Federal Clean Air Act Amendments require state action to mitigate any increased air emissions from highway projects; and,

 

WHEREAS, by 2013, it is anticipated that congestion on 1-95between Exit 44 and Exit 48 and 1-295between South Portland and Falmouth will reach unacceptable levels; and,

 

WHEREAS, rail lines exist in the State of Maine that may be used for purposes of passenger rail transportation that could connect the municipalities of Lewiston, Auburn, Brunswick, Portland and other municipalities to each other and points south;and, .

 

WHEREAS, the passenger rail system benefits freight services, supports economic development in service center communities and improves access to Boston and other major markets; and,

 

WHEREAS, passenger rail services address Maine's changing demographics, shifting population and coastal development patterns; and,

 

WHEREAS, the cost of gasoline is currently at unprecedented high prices; and,

 

WHEREAS, since 2001 the Downeaster has transported more than 1.2 million passengers, and has the highest customer satisfaction, on-time performance and ridership growth in the Amtrak system:

 

NOW THEREFORE, I, John E. Baldacci, Governor of the State of Maine, in consideration of all of the above, do hereby order:

 

1. Economic development. The State Planning Office shall form a working group to facilitate community and economic development near existing and planned train stations.  Participation in the working group shall include representatives from the Maine State Housing Authority, the Department of Economic and Community Development, the Maine Department of Transportation, the Northern New England Passenger Rail Authority, real estate development organizations, regional planning organizations, and host municipalities. The State Planning Office shall facilitate at least two forums for dialog on best practices, and shall submit to the Governor a status report on activities, progress, and further recommendations, by March 1, 2007.

 

2. Economic Impact. The State Planning Office shall coordinate with the Maine Department of Transportation, the Northern New England Passenger Rail Authority, and the Department of Economic and Community Development to assess the economic significance of existing and planned passenger rail service to local, state, and regional economies, and assess the role that passenger rail service plays in supporting economic growth.

 

3. Planning new corridors and service. The Northern New England Passenger Rail Authority, in coordination with the Maine Department of Transportation, shall review matters relating to the development of passenger rail service north of Portland to Brunswick and Auburn, and shall report findings to the Governor by December 1, 2006.

 

The review shall include outreach to interested parties including but not limited to freight rail advocates, passenger rail advocates, operators of existing and planned passenger feeder services, and involved municipalities. The report shall include, but not be limited to, review of:

 

Rail alignment options for use in the short term and the long term to extend passenger rail service north of Portland;

 

Types of services- intercity, excursion, commuter, or other - for the short term and the long term north of Portland;

 

Types of equipment- Conventional equipment, Rail Diesel Cars (RDC), Light Rail or other.

 

Reasonably foreseeable capital funding options;

 

Compatibility of rail alignment options with existing and planned alignments for local transit or local light rail services, including expansions of the Maine Narrow Gauge Railroad service in Portland;

 

Effective Date

The effective date ofthis Executive Order is September 1, 2006

/s/

John Elias Baldacci, Governor

 

Can you picture our Governor Taft issuing such an Executive Order? Sadly, no.  But let's hear it for the State of Maine!  I think the Executive Director of the Northern New England Passenger Rail Authority may have had something to do with this.  Patricia Douglas was one of the featured speakers at the ORDC workshop on "Station Area Development" in July and I thin she went home with a lot of good infomration and ideas to lay on the Governor's desk.  Very sharp lady.  You can download her presentation at that workshop at www.ohiohub.com

 

ajc.com > Metro

Hubs of activity at MARTA stations

Lively urban sites to ring train stations

 

By PAUL DONSKY

The Atlanta Journal-Constitution

Published on: 09/02/06

 

Step off a MARTA train at the East Lake station and there's not much to see or do.

 

The station, five miles east of downtown Atlanta, is surrounded by a sea of asphalt. Walkways funnel riders to one of two sprawling parking lots.

 

In contrast, the Lindbergh station in Buckhead sits amid a mini-city, with three office towers, an apartment complex, shops, restaurants and, opening next week, an upscale nightclub.

 

 

Find this article at:

http://www.ajc.com/metro/content/metro/stories/2006/09/01/0902metmarta.html 

 

I never know for certain whether articles like that should go in this thread, or the one at: http://www.urbanohio.com/forum2/index.php?topic=1666.0

The start-up draws near....

 

http://www.musiccitystar.org/

 

On Sept. 18, the Regional Transportation Authority (RTA) will launch service on the Music City Star, a 32-mile commuter-rail corridor linking Nashville and Lebanon, TN. Trains will operate along existing Nashville and Eastern Railroad Authority tracks.  RTA spent about $40 million to install continuous-welded rail, replace ties, upgrade crossings, align track and install a new signal system.  The five-station line is expected to average 1,300 passengers daily.

All aboard!

 

Aug 31st 2006 | PORTLAND

From The Economist print edition

 

 

Light rail and buses beckon. But will Americans really abandon their cars?

 

PORTLAND, Oregon, is a fabulous city, at least when it's not raining. Trees line the streets, the microbrews are full-bodied, cyclists abound. And then there is the 44-mile (71km) MAX light-rail system, started 20 years ago. Over $1.6 billion went into developing the MAX, mostly from local and federal governments. The handsome payoff includes Portland's perpetual reputation as among America's nicest places to live, and some $4 billion-worth of development near the stations. Since 2001 the MAX has even whisked people from the airport to the centre of town in just over half an hour for under $2—the first “train to the plane” on the west coast.

 

The city has been a light-rail pioneer. Few systems pre-date the MAX, which is now busy expanding deeper into the suburbs. But light rail—small passenger trains that, unlike underground trains or commuter railways, often use an overhead electricity source and may operate in the streets—is suddenly booming across America. Charlotte, Phoenix, and Oceanside, California, are building light-rail lines from scratch. Denver, Dallas, St Louis and many others are racing to extend existing systems, sometimes along old railway tracks. Dozens more cities, from Albuquerque to Atlanta to Louisville, are mulling light rail over. Downtown streetcars are also making a comeback, in Portland and elsewhere.

 

More at:

http://economist.com/world/na/displaystory.cfm?story_id=7855218

 

 

 

 

Americans have not always embraced public transport. “We had people carrying signs saying ‘Light Rail Kills Babies’,” recalls John Inglish, head of the Utah Transit Authority, which has 19 miles of track around Salt Lake City. Proponents were likened to communists, he says. Now the system has almost too many riders—up 39% in May from a year earlier. Last autumn the crowds were so great that the trains' suspensions dropped, and carriage doors at a few stations in Salt Lake could not close unless half the passengers leaned over to one side. (Siemens, the manufacturer, has since fixed the problem.) The true test of Utahans' enthusiasm will come in November, when voters will decide whether to pay higher property taxes to support an $895m expansion into four new light-rail routes.

 

I don't know whether to laugh or cry.  "Light Rail Kills Babies" is some funny stuff!!!  If that was going on in Columbus, I'd have to go see the protestors just to laugh at them.

 

Can cities get by with buses, which are far cheaper than rail? Sadly, few people want to ride on buses unless they have to. In many American cities they are the transport of the poor, the drunk and the illegal. They are slow and often smelly, and come at unpredictable intervals. And when they stop, they may block traffic.

 

People in Columbus always ask me..."why do we need Streetcars when people could just hop on a COTA bus."  I never know where to start and this paragraph should help me out immensely!!!

Why do we need microwaves when we have stoves? Why do we need the Internet when we have regular mail and telephones? Why do we need cell phones when we have pay phones? Why do we need ATMs when we have bank tellers?

 

I thought this was America, where we don't accept "good enough" as good enough? When we start being satisfied with accepting second-rate status, we fail to progress. It's all about standards of living, and if we lower our standards, we fall behind even if we are standing still. There's always some other city, state or nation which is moving forward to offer their citizens a better quality of life. They win, we lose and that's how the game ends.

plans for extending rail service by 2010 from ny state:

 

Extending the Reach of Regional Rail

 

Posted by peakguy on Saturday September 02, 2006 at 8:47 PM EST

 

 

New York City boasts one of the nation's best, if not the best and most extensive regional rail systems connecting Manhattan to major hubs in Long Island, Westchester, Fairfield County Connecticut through the Metropolitan Transit Authority and almost all of the major cities and towns in New Jersey through NJ Transit and the PATH trains. From there, rail connections can be made to Amtrak connecting to the rest of the Northeast Corridor and beyond. However, there are many small cities and towns that used to be connected to the national and regional rail network that served as regional hubs for transportation that were cut-off as automobiles became the dominant form of intercity travel. Their populations drifted to the hinterland and municipalites lost their core.

 

But now, with the green light for the new Trans Hudson Tunnel and as gas prices have increased, small towns & cities across the region are attempting to reconsolidate their former importance as regional centers of commerce and population, restoring regional rail. Starting with Scranton

 

http://nyc.theoildrum.com/story/2006/9/2/204732/7715

 

helllllo cleveland rta? nj "transit village" initiatives:

 

 

New Jersey Transit Villages

Posted by peakguy on Tuesday August 29, 2006 at 3:27 PM EST

Topic: Demand/Consumption

Tags: peak oil, oil, NJ Transit Village, MTA, congestion pricing (all tags)

   

 

One great example of New Urbanist, mixed use development in the Northeast is the New Jersey Transit Village program. Qualifying towns and villages get a high level of cooperation from important state agencies in helping reshape the area and up to $1 million a year in state grants. This would be a great program to emulate along the MTA's commuter rail lines in Westchester, Long Island and Connecticut.

 

While we continue to discuss congestion pricing as a way to curb the number of people using automobiles to enter the Manhattan Central Business District (south of 60th), there is already a de facto congestion pricing policy in place for New Jersey at all the major Port Authority Crossings - Holland, Lincoln Tunnels and George Washington Bridge. And those crossings are completely maxed out in terms of capacity so, New Jersey state agencies have been working harder and harder on ways to increase the capacity of its heavy and light rail, buses and building transit oriented development. That's where the NJ Transit Villages come in.

 

South Amboy's Transit Village Design

 

There are currently 17 designated Transit Villages. They are Pleasantville (1999), Morristown (1999), Rutherford (1999), South Amboy (1999), South Orange (1999), Riverside (2001), Rahway (2002), Metuchen (2003), Belmar (2003), Bloomfield (2003), Bound Brook (2003), Collingswood (2003), Cranford (2003) Matawan (2003), New Brunswick (2005), Journal Square/Jersey City (2005) and Netcong (2005).

 

The criteria to qualify sounds like exactly the types of initiatives that would move that community toward a lower energy and less auto-dependent lifestyle:

 

 

A good Transit Village candidate must make a commitment to grow in jobs, housing and population.

A designated Transit Village must have a transit facility. This can be a rail or light rail station, ferry terminal, a bus hub or bus transfer station.

 

The candidate for Transit Village designation must have vacant land and/or underutilized or deteriorated buildings within walking distance of transit where redevelopment can take place.

 

A Transit Village candidate must have an adopted land-use strategy for achieving compact, transit-supportive, mixed-use development within walking distance of transit. This land use strategy should be based on transit-oriented development (TOD) principles and can be in the form of a redevelopment plan or zoning ordinance.

 

The candidate must have a strong residential component. This can include mid-rise buildings, townhouses or apartments over first-floor businesses. A wide variety of housing choices within walking distance of transit helps to support transit ridership.

 

A good candidate will have "ready-to-go" projects. This means at least one transit-oriented project that can be completed within three years.

 

In order for a municipality to succeed as a Transit Village, it should demonstrate pedestrian and bicycle friendliness. This means clear, direct pathways from the transit station to shops, offices, surrounding neighborhoods and other destinations.

 

A good candidate views its transit station as the focal point of the community and uses its station plaza as a gathering place for community activities such as festivals, concerts, public ceremonies and farmers markets.

 

A good candidate includes its transit station in a station area management plan, in a special improvement district (SID) or as part of a Main Street New Jersey designation.

 

A good candidate should strive to minimize automobile use by maximizing the appeal of transit. One example of this is the concierge service in the Metuchen train station. Commuters drop off errands (such as dry cleaning, packages for mailing, etc.) in the morning and pickup items on the opposite side of the tracks on the way home.

 

The candidate should provide commuter parking for residents and non-residents. A Transit Village should also strive to reduce parking requirements near transit stations and implement shared parking solutions wherever possible.

 

The candidate should support local arts and culture. This brings vibrancy and activity to a community. Designating an arts, antique or restaurant district helps make a Transit Village a destination.

 

The candidate should support the historic and architectural integrity of the community by ensuring that new buildings blend in with the existing buildings. This can be done with architectural design guidelines that govern new building facades, window replacements, awnings, lighting and signs.

 

The candidate should consider how to incorporate some affordable housing within walking distance of transit since low and moderate income households rely heavily on public transportation.

 

My only additions to this fine list would be more pedestrian and bike friendly facilities to encourage these forms over automobile use as they increase density.

 

3 comments on New Jersey Transit Villages

You must log in to post a comment. If you don't have an account, create one.

 

 

Erwin on Friday September 01, 2006 at 10:23 AM EST

Thanks, Peakguy, excellent subject!  How sad that there has been not a single comment up to now. 

One of my highest priorities is to eventually move to a transit village or other compact, traditional neighborhood with a train station. 

 

I live in New Jersey, by the way, and look forward to visiting a few of the towns cited on the list of villages you provided.  They are our past and our future, and those who won't prepare shall be left behind. 

 

Keep up the good work!

 

Erwin

 

DingoDog49 on Wednesday September 06, 2006 at 3:09 PM EST

Since I live in South Amboy, I get a first hand view of what is happening and not happening.  The changes are positive, but I hope the city can start to support more sustainable rather than growth oriented future.  They've started a Tuesday (?) Farmers Market and some of the land slated for development is being battled in court.  I'm hopeful that the community will have more input into the community center that's in the works.  Maybe a power down or descent frame of view can take hold.  There is a coal power plant in town and there was talk of a co-gen plant but that looks to be a no-go.  Maybe solar or wind plant could utilized the power structure in place and benefit everyone. I'm looking to start a relocalization/community group.  Maybe I will get off my duff and actually put up some posters and get to meet some people in town and see what happens. 

[ Parent ]

peakguy on Wednesday September 06, 2006 at 4:02 PM EST

I encourage you to first try to engage with your own community and try to make things happen. Don't get discouraged too quickly. If you find it's not productive, then consider other options.

[ Parent ]

 

the 500lb gorilla for ny/nj. the pa approved $2B for it:

 

 

New Hudson River Tunnel Gets $$$

 

Posted by peakguy on Friday July 28, 2006 at 8:10 AM EST

 

Like many New Yorkers, I don't start to believe that something is going to happen until lots of money is actually put behind them by the long list of Federal, State, City and Quasi-governmental "authorities" that must get involved in any major public works project. That's why today I'm starting to believe more and more than NJ Transit's plan for a new Hudson River Rail Tunnel, following the Port Authority's approval of $2 Billion for it. 

 

http://nyc.theoildrum.com/story/2006/7/28/81042/4465

 

[NCDOT] News Release

 

N.C. Department of Transportation Rail Division

1553 Mail Service Center, Raleigh, NC 27699-1553

919-733-7245 Phone ... 919-715-6580 Fax

 

http://www.bytrain.org

 

Date: July 24, 2006 Contact: Joan Bagherpour 919-733-7245, ext. 261

 

Release No. 228 Distribution: Statewide

 

NC Travelers Seeking Transportation Alternatives Turning to Trains

Ridership up more than 30 percent

RALEIGH — As travelers seek alternative modes of transportation, the

N.C. Department of Transportation is seeing consistent increases in the

numbers of passengers riding North Carolina trains, with ridership up

more than 30 percent.

 

The Piedmont , which runs between Raleigh and Charlotte, was up 38

percent over last summer’s June ridership from 3,217 to 4,442. The

Carolinian, which runs between Charlotte and Raleigh and continues to

the Northeast, increased ridership 31 percent from 15,705 to 20,628.

 

More than 25,000 travelers rode either the Piedmont or Carolinian

service in June. Ridership was strongest on the weekends.

 

“More and more travelers are discovering that our trains provide a safe

and modern alternative means of transportation,” said NCDOT Secretary

Lyndo Tippett. “We have had double digit growth in ridership and revenue

over the past nine months alone.”

 

For the period October through June, ridership on the Piedmont is up 25

percent and the Carolinian is up 17 per cent. Revenue growth has

outpaced ridership, increasing by more than one third.

 

North Carolina ’s June ridership figures are among the highest of

state-supported train systems in the country. Overall the nation’s

state-supported trains enjoyed a 7.4 percent increase in ridership. Long

distance interstate passenger trains had a sharp 4.1 percent upswing.

 

Ridership growth can also be attributed to continued infrastructure

improvements on the Raleigh to Charlotte route with the average travel

time now at 3 hours and 9 minutes, making it auto competitive. NCDOT has

also partnered with local communities to build new or restore existing

historic train stations along the corridor.

 

“One key item on NCDOT’s agenda is to seek out and expand ways to

partner with communities across the state,” Tippett said. “Partnering

with local communities to offer other transportation options, preserve

historic stations and revitalize downtown areas is really showing results.”

 

-more-

 

Although work continues to be done to improve on-time performance,

upgrade equipment and add additional frequencies—the marketplace is

responding. Travelers who are actively looking for transportation

alternatives are discovering that trains offer affordability, comfort

and an opportunity to arrive at their destination relaxed.

 

The Piedmont and Carolinian trains are sponsored by NCDOT and paid for

through state funding, Amtrak and passenger fares. The two trains

provide daily service to Raleigh, Greensboro , Charlotte and nine other

North Carolina cities and to the Northeast. Complete schedule and train

information is available at bytrain.org. Reservations are required.

Tickets can be purchased at Amtrak.com or by calling 1-800-USA-RAIL.

 

***NCDOT***

 

Poll: New Mexicans prefer train rides over rocket blasts 

 

By ASSOCIATED PRESS

September 11, 2006

 

ALBUQUERQUE (AP) - New Mexicans say they would rather spend their taxes on a train ride to Santa Fe than a rocket ride to space, according to a new poll released Sunday.

 

Nearly 60 percent of 400 people polled statewide Aug. 25-31 said they want a commuter train between Belen and Santa Fe, the Albuquerque Journal reported Sunday in a copyright story.

 

 

http://www.freenewmexican.com/news/49017.html

 

More from highway rail-crazy Dallas....

 

 

9/6/2006    Project Update

DART launches construction on system expansion

 

Dallas Area Rapid Transit (DART) recently began a construction project that will more than double the agency’s light-rail system to 93 miles by 2018.

 

DART is building the $1.7 billion Green Line, which will extend 27.7 miles southeast of Dallas from Pleasant Grove to Carrollton. During the next two years, DART will demolish the Deep Ellum Tunnel, and build a rail line and Deep Ellum Station in the median of the Good-Latimer Expressway.

 

Construction already is under way on the Deep Ellum Station, as well as the Baylor, Fair Park and MLK stations, which are scheduled to be complete by September 2009. When the entire Green Line is complete in 2010, it will serve Deep Ellum, Baylor University Medical Center, Fair Park, Victory Park, the Dallas Market Center the UT Southwestern Medical District, Love Field Airport, and the cities of Farmers Branch and Carrollton.

 

The agency also expects to open the Orange Line from northwest Dallas to the Las Colinas Urban Center in North Irving in 2011; an Orange Line extension to DFW International Airport in 2013; a Blue Line extension from Garland to Rowlett in 2010; a second Blue Line extension to Interstate 20 in 2018; and a second rail line in the Dallas Central Business District in 2013.

 

###

the 500lb gorilla for ny/nj. the pa approved $2B for it:

 

 

New Hudson River Tunnel Gets $$$

 

Posted by peakguy on Friday July 28, 2006 at 8:10 AM EST

Topic: Policy/Politics

Tags: peak oil, oil, rail, new york, hudson tunnel (all tags)

     

 

 

 

 

wow thats pretty extensive/elaborate

DART's Plano line is interesting because a 31/2 mile tunnel was bored directly beneath an expressway at an estimated cost of $160 million while traffic continued overhead.  Of course, with Cincinnati about to rip up all of I-75 and replace nearly every overpass it is the perfect time to create at the very least space in the median for commuter/light rail if not construct tunnels.  But this is of course not even on the table. 

Speaking of DART, I read a year or so ago that because of the great success /public acceptance of DART, there are proposals to rebuild the downtown section as a subway -- as was originally planned -- as some believe the current surface/transit 'mall' could result in bottlenecks given the huge expansion of the system being planned/executed... Any more on this?

Yeah, either that or a second street alignment in downtown Dallas.  Cincinnati was to have pulled a similar stunt with its I-71 light rail, when the existing subway needs only an 1800ft. extension to reach fountain square. 

 

Obviously a system which funnels all branch lines into one central trunk is eventually limited by headways of trains, which are more difficult to maintain when the variability of street traffic is thrown in.  At absolute max capacity you can get 25-30 trains in each direction per hour but if you have four or five branches the branch lines are only getting 8-10 minute headways.  At some point there needs to be a second pair of tracks, either on the same alignment or under a street parallel to it.  Incredibly the 4 track Lexington Ave. subway in NYC cares 1.5 million riders per day.  The NYC subway has 600ft. trains, which obviously have tripple the capacity of the 150-200ft. trains seen on most light rail lines.  Also, subway traffic in Manhattan shuffles in all directions all through the day unlike smaller cities which have both smaller business districts and fewer secondary destinations. 

 

 

The Zionists are not gonna be happy about all of this!

Keystone Corridor ready for 110-mph trains

 

Amtrak plans to introduce 110-mph service on its Keystone Corridor between Philadelphia and Harrisburg, Pa., on Oct. 30 following completion of a $145 million upgrade of the 104-mile line. Push-pull express trains will cut journey time from the current two hours to 90 minutes. Local service will improve to 105 minutes. Three weekday and two weekend roundtrips will be added.

 

http://www.railwayage.com/breaking_news.shtml

^Nice.  Only about 10 years ago, when I was living in Philly, there was loose talk of pulling down the wires and running Keystone as all diesel (which it does, today, as conditions had been allowed to deteriorate).  The Commonwealth also toyed with the idea of pulling the plug on Amtrak's state appropriation which would have killed the Keystone runs alltogether.  Fortunately, sensible heads got together and, now, this upgraded service is the end result... Sure would be nice if this fast, electrified Pennsy could serve as a model for other states... I'm not holding my breath...

I get fairly regular e-mails from a contact in PennDOT's rail division. There is hardly a month that goes by where I don't get news of rail projects they are undertaking.

 

Under Governor Rendell, Pennsylvania is spending boatloads of [glow=red,2,300]$$ [/glow] not only on passenger rail, but in rehabbing whole rail corridors to move more freight as well.  Would that Ohio's General Assembly and our next Governor would commit to doing as much.

 

 

^ Well thankfully stingy-seeming Blackwell looks like he's going down to defeat; I think Strickland will have a more sympathetic ear toward state rail funding.  This could dovetail nicely with the momentum  Amtrak's Ohio Hub plan seems to be having.  We, as an interested constituency, need to keep a fire under all the state pols, though.  My friends in other states, even in car-crazy Michigan, are stunned at how lousy Ohio rail service is and are appalled, as are we, that no service at all (F Amtrak's so-called 'thruway buses') between the 3-C's.  We should flash that comparison chart of per-capita funding among Midwestern states in political faces every chance we get.

Frankly, I don't understand how anyone can buy Blackwell's proposal's.  First, he has to be hurt by the fact that Ohio has by all standards fallen behind relative to other states since the Republicans have had total control over state government (1994).  Competition is the most sacred ideal in the Republican Party's rhetorical canon, and they have, by any and all measures, failed that test.  But on top of that, I don't understand how anyone can buy the idea that spending caps or tax cuts will make Ohio more competitive (tax cuts are the means by which Republicans believe their ideal of competition can be attained).  Adding value is what creates wealth, that is why when an individual wants more money, he works more hours, gets a second job, or improves his education.  Simply reducing personal expenditure won't make you wealthier, you'll just increase your liquidity.  Public schools are bad, public transit is bad (except roads and highways I suppose, which is once again simply a means) services are bad, attracting immigration is bad.  Aside from law enforcement, I can't figure out what traditional state functions this guy wants to fund.  He has no theory of state action or expenditure, two of the main rights of states.

More on Pennsylvania's 110-MPH passenger service....

 

New express trains will put Harrisburg-Philly riders on the fast track

Wednesday, September 13, 2006

BY FRANK COZZOLI

Of The Patriot-News

 

Gov. Ed Rendell joked yesterday that no one, with the possible exception of a state trooper, could drive from Harrisburg to downtown Philadelphia in 90 minutes.

 

Starting on Oct. 30, anyone can travel that fast -- by train.

 

Rendell and Amtrak Chairman David M. Laney announced that after years of delay, 110-mph trains are ready to roll on the 104-mile Keystone Corridor between Harrisburg and Philadelphia.

 

http://www.pennlive.com/news/patriotnews/index.ssf?/base/news/1158122418160960.xml&coll=1

A Midwest example of political power being organized to seek high-speed rail....

 

Extending a hand

New group sees Milwaukee, Madison cooperation as key to regional growth

By TOM DAYKIN

[email protected]

Posted: Sept. 11, 2006

 

Better highways and high-speed rail, more university research dollars and stronger ties between Milwaukee and Madison are needed to build an economic dynamo in southern Wisconsin that competes with other regions throughout the world, political and business leaders said Monday.

 

Cooperation between Milwaukee and Madison would help both cities "take on the rest of the world . . . rather than each other," said Trevor D'Souza, a managing director at Mason Wells, a Milwaukee venture capital firm.

 

"To the extent we can lift each other up, we're going to lift the rest of the state," said Madison Mayor Dave Cieslewicz.

 

They were among the speakers at a lunch meeting sponsored by the Wisconsin Technology Council, a non-profit group that serves as a technology adviser to state government. Cieslewicz and Milwaukee Mayor Tom Barrett spoke to about 200 people at the Hyatt Regency Milwaukee about their creation of the M2 Collaborative, which is seeking a stronger partnership between the two cities. The two mayors were then joined in a panel discussion by D'Souza and Tom Hefty, an attorney at Reinhart Boerner Van Deuren and former co-chairman of the Governor's Economic Growth Council.

 

The event marked what Barrett jokingly called "a second date" for the M2 Collaborative, which was first publicly discussed in May. Barrett and Cieslewicz said there's a lot that leaders in both cities can learn from one another, including the use of best practices from both city governments.

 

Hefty, former chief executive officer of Blue Cross/Blue Shield of Wisconsin, said the talk of collaboration is good. But he also said that the effort needs "bigger, concrete goals, not just talking," especially since the Milwaukee area is losing jobs and population.

 

Barrett said a formal announcement of the group's members is expected by the end of the October. The members are then to begin creating a plan for specific actions that the two cities can take to better cooperate on economic development efforts and other issues, Barrett said.

 

Some of that cooperation might come by emulating the approach taken by Denver and surrounding communities in Colorado. In that region, communities have agreed not to poach businesses from one another. The region also has a unified approach to marketing itself to businesses, including a commitment to keep a company in the area if it decides to move out of its community.

 

Both Barrett and Cieslewicz said a business that doesn't want to locate in Madison should be encouraged to locate in Milwaukee, and vice versa. A similar approach has been discussed for Milwaukee 7, a new regional economic-development effort that's being created for Milwaukee, Waukesha, Ozaukee, Washington, Racine, Kenosha and Walworth counties.

 

Rail service considered

 

Other forms of cooperation between Milwaukee and Madison could include the exploration of possible high-speed rail service between the two cities, the mayors said. That would help improve productivity for commuters who could work while riding the train, Cieslewicz said.

 

High-speed rail also would give dual-income families more work choices between Madison and Milwaukee when considering the region as a possible place to relocate, D'Souza said. Most prospering regions throughout the nation are characterized by a rising number of families in which both the husband and wife have jobs, he said.

 

More funding is also needed for improving highways throughout the area, said Hefty, who lives and works in Waukesha County. He said dual-income families with children usually have one parent who drives instead of using mass transit in order to have the flexibility to drop off or pick up children at school.

 

Barrett said the end to automatic annual increases in the state's gasoline tax, a change that the Legislature and Gov. Jim Doyle approved earlier this year, could create the political conditions to help drive funding increases for both highway improvements and mass transit in southern Wisconsin.

 

Starting in 2007, increases in the gasoline tax, which provides funds for such projects, will require specific votes from legislators. Barrett said that this could require compromises among legislators from various regions, with delegations from the Milwaukee and Madison areas working together to secure funds in return for votes to fund projects in other areas of Wisconsin.

 

University an issue

 

Economically competitive regions typically need more than one major research university, D'Souza said. While the University of Wisconsin-Madison is among the nation's largest research universities, Milwaukee doesn't have anything comparable.

 

Barrett said that when he served in the U.S. House of Representatives prior to being elected mayor, he once asked University of Wisconsin-Milwaukee officials why they weren't more aggressive in seeking federal grants. Their response: University of Wisconsin System officials wouldn't authorize a UWM push for more research funds.

 

"That has to be a change in mind-set" among university system officials to allow a boost in research funding at UWM, Barrett said. Both he and Cieslewicz said that this should be done without taking funds away from University of Wisconsin-Madison.

 

Barrett drew a laugh when he noted Milwaukee's creation in May of a sister-city relationship, including economic ties, with Ningbo, a Chinese port city.

 

"If we can have a friendly relationship with Ningbo, why can't we have one with Madison?" he said.

 

###

Train station remodeling will boost Milwaukee's image

Special Report: Blueprints

 

Published September 15, 2006

 

Travelers arriving in Milwaukee via train get a pathetic first impression of the city. It appears almost nothing has been done to improve, or even take care of, the downtown Milwaukee train station at 433 W. St. Paul Ave. since it was built in 1965.

 

The station looks dark, dirty and dilapidated. “What you see there is pretty much the original building,” said Greg Uhen, president of Milwaukee-based Eppstein Uhen Architects.

 

 

http://www.biztimes.com/news/2006/9/15/makeover-is-on-track

A terrific editorial...

 

http://www.pennlive.com/editorials/patriotnews/index.ssf?/base/opinion/1158341114300580.xml&coll=1

 

KEYSTONE LINE

 

Sunday, September 17, 2006

For far too many decades, the 104-mile Philadelphia-to- Harrisburg

Keystone (rail) Corridor has been an underappreciated and

underutilized transportation asset.

 

Largely ignored and bypassed by massive highway improvements, the

corridor -- although well conceived and well built to provide

long-term service -- had been allowed to deteriorate, so that time

took its toll on the infrastructure, equipment, stations and 1940s

technology. And, yet, despite everything, including service

reductions and Amtrak's ongoing funding problems, Keystone trains

have continued to attract riders, in some years, as in the present,

as many as 1 million.

 

Now the corridor has undergone a long-awaited and much-needed $145

million overhaul. The result is that starting Oct. 30, Keystone

service will become markedly faster, smoother, more frequent and more

environmentally friendly.

 

Refurbished push-pull electric train sets, which will eliminate the

need to turn the trains here at Harrisburg, will reach speeds of 110

miles per hour on newly installed contin uous welded rail supported

by tens of thou sands of new ce ment and wood ties.

 

Express serv ice will take pas sengers from downtown Harrisburg to

the 30th Street Station in Philadelphia in 90 minutes, shortening the

current trip by 30 minutes. As Gov. Ed Rendell wryly noted, no one

except perhaps a state trooper can beat that time. Local service will

take 105 minutes, a 15-minute improvement. Some five to 10 minutes

will be taken off what is now the 45-minute trip from Harrisburg to

Lancaster.

 

Because of a lack of equipment, Amtrak only occasionally has used

electric engines in recent years on the Keystone Corridor, though the

overhead catenary (electric) wires remained turned on. Instead,

diesel locomotives were employed, and would idle on the tracks near

the Harrisburg Transportation Center, spewing pollution into the

downtown air. The electrified trains will not only be faster, more

efficient and utilize an entirely domestic energy supply, they also

will make for cleaner air.

 

It is worth noting that this important transportation improvement,

which should lead to more people riding the train instead of driving

their vehicles, was the result of a bipartisan effort. It was begun

in the Ridge administration and finished with the involvement of the

Rendell administration when the project was faltering due to Amtrak's

fiscal problems.

 

Only top-of-the-line Acela service on the Northeast Corridor from

Washington to Boston achieves higher speeds than the new Keystone

Corridor service. But this improvement should be kept in context.

Japanese "Bullet Trains" were introduced in 1964 operating at a top

speed of 131 mph. Since 1997, there are 500 Bullet Trains reaching

top speeds of 186 mph. French-built TGV trains operating in Europe

and Korea also reach a top speed of 186 mph. Maglev trains -- which a

Pittsburgh consortium is eminently qualified to build if it only had

the funds -- operating in Shanghai and at a test track in Germany

achieve speeds of 250 mph and have the capacity to go significantly

faster.

 

These trains represent the gold standard in high-speed ground

transportation, a field on which this country sadly and unwisely has

chosen not to compete. As higher energy prices make investments in

rail-passenger systems inescapable, America will have no choice but

to import the best of this technology from abroad.

 

This is to take nothing away from what represents a dramatic

improvement in the quality of train service coming to the Keystone

Corridor. This is doubtless the first time in the 162 years of

passenger service over this route that trains will provide regular

service at speeds reaching 110 mph, though Amtrak briefly in 1984

provided comparable service in 95 minutes, according to railroad

historian Dan Cupper.

 

And it has been 35 years since there were at least 84 round-trip

trains available between Harrisburg and Philadelphia per week, 64 of

them extended to New York City. That's up from the current 67 and 51

round trips, respectively.

 

But serious work remains to be done. The construction of a train

station at Harrisburg International Airport, which will make

America's newest airline terminal truly intermodal, has yet to begin.

A nudge from the governor to get this project built would be most

appropriate.

 

Communities along the route, many of which turned their backs on

passenger-rail service for years, need to ensure that their train

stations are attractive, safe and offer easy and affordable parking.

Most of them have, in fact, risen to the occasion or have plans to do

so. But the effort needs to remain ongoing, rather than done and

forgotten.

 

Lastly, for all of this investment to pay off, Amtrak has to provide

an on-time, efficient and rider-friendly service. And, perhaps, most

important, it needs to keep it affordable. If it does all of these

things, success in this venture should serve as a starting point for

extending reliable and convenient rail-passenger service to other

parts of the commonwealth.

 

###

Refurbished push-pull electric train sets, which will eliminate the

need to turn the trains here at Harrisburg, will reach speeds of 110

miles per hour on newly installed contin uous welded rail supported

by tens of thou sands of new ce ment and wood ties.

 

I guess that means the end of the single track Y over the scenic stone arch viaduct over the Susquehanna... With this quality service now in hand, where does the planned Harrisburg commuter rail service stand?  Also, could there be any momentum to extend electrified service across the state to Pittsburgh, which I believe was the original goal of the old Pennsy RR when funds dried up during the Depression and after the Paoli-to-Harrisburg electrification was finished -- which was only a few years after the humongous Wilmington-to-Washington NEC electrification?  With Rendell as a transit advocate likely to retain his governorship against Lynn Swann, the iron sure is hot for Pennsylvania to make itself a sage example of the state-wide, high-speed rail so many states (Ohio, Fla, among others) have been unable to realize.

Take a gander at these videos.

 

Pretend this one is along the Ohio Turnpike or maybe I-71....

 

http://www.ice-fanpage.de/videos/video_ice3nbs02.AVI (2MB)

 

 

Or that this one is somewhere in the hills between Cleveland and Pittsburgh, or perhaps on the section between Dayton and Cincinnati....

 

http://www.ice-fanpage.de/videos/zugbegegnung.AVI (7MB)

 

 

Instead, these are in Germany, shot shortly after the Cologne - Frankfurt high-speed line opened in 2002, bypassing a slower, 200km/h (125 mph) route along the Rhine River. The new section offers speeds up to 330km/h (206 mph). The shot along the highway shows an InterCity Express at full speed, whereas the tunnel shot shows slower-moving trains in the 160-170 mph range. And there are five ICE trains per hour in each direction along the new Frankfurt-Cologne trunk line.... sigh. :oops:

Safety concerns putting the brakes on high-speed rail in Illinois

JAN DENNIS

http://www.belleville.com/mld/belleville/news/politics/15543477.htm

Associated Press

 

NORMAL, Ill. - With new safety gates and other improvements, 126 miles of track that stretches north from Springfield is ready to whisk passenger trains about 30 miles per hour faster than they now travel.

 

But more than a decade after Illinois set its sights on high-speed rail, trains are still chugging along at their usual 79 miles per hour, throttled as officials reevaluate new safety technology to ensure faster trains can coexist with freight trains and cars that cross over rail lines.

Some lament that trains aren't already rolling faster to capitalize on rail demand that is on pace to break last year's records across the state and nation, due in part to high gasoline prices and added airport security in the aftermath of deadly terrorist attacks five years ago.

 

This is incredibly nerdy, but you can take "virtual subway tours" on YouTube. People videotape their routes and post them. I just watched this one of the 5 Train going through the Bronx. Their outlying, aboveground stations are really nice looking!

 

http://www.youtube.com/watch?v=fKltX-WtI1w

^There was a short film shot on 16mm in 1943 called "The Magic City", all it was was shots of people walking around Manhattan, shots of the new skyscraperps, and quite a few shots of the elevated lines.  The audio is just a piano, it's about 10 minutes long.  I saw it running in the middle of the day on PBS one time, I haven't been able to find much on the internet about it.  It was amazing because it showed the vitality of the United States in 1943 despite the war and really illustrates how the US was able to jump ahead of the rest of the world so decisively in the next decade.     

 

Some of the elevated portions of today's subway lines in the outer boroughs are left over from the earlier elevated lines in Manhattan, I and most non-natives haven't ridden any of the lines to their ends.  The big problem with elevated lines aside from the visual clutter is that the trains have to run so slow in order to reduce noise and wear on the elevated structure.  Chicago has the same problem.  The trains often run faster in Manhattan, I think on the express routes they sustain up to 55mph.     

I'm curious, how did Edmonton get light rail when they are %25 less dense than Columbus (lowest density of the 3 C's)? I've heard from those opposing light rail that we're too spread out & suburban, but that certainly didn't prevent Edmonton from doing it...in 1978.

I'm curious, how did Edmonton get light rail when they are %25 less dense than Columbus (lowest density of the 3 C's)? I've heard from those opposing light rail that we're too spread out & suburban, but that certainly didn't prevent Edmonton from doing it...in 1978.

 

Maybe because those who say Columbus is too sparsely populated are just guessing.  I'll agree that Columbus is too suburbanized in a lot of places to make a rail line effective, but there are certainly corridors where it would work well. 

 

The other side of the coin is that transportation shouldn't be designed to service the status quo, but also used to guide future development.  In DC, the Metro was designed on the premise that it would lead to increased economic development clustered around the stations.    It's no wonder, then, that 30 years later, we have the second-busiest subway in the nation.  The funny thing about transportation is, since it goes hand-in-hand with land-use, and vice-versa, it's pretty much a self-fulfilling prophecy. 

This is incredibly nerdy, but you can take "virtual subway tours" on YouTube. People videotape their routes and post them. I just watched this one of the 5 Train going through the Bronx. Their outlying, aboveground stations are really nice looking!

 

http://www.youtube.com/watch?v=fKltX-WtI1w

 

pretty cool, i think ive seen people filming & doing this not sure. i ride this train all the time, but usually not up that far. i am very surprized he could get any good video shots at all thru all the scratchitti on the windows.

 

Doesn't NYC Transit have a "no photography" policy? 

 

I had to laugh.  I can just imagine a tourist in DC getting a beat-down from the transit cops because they were filming the subway.

No, I think photogs are still allowed to do their thing on NYC subways. I believe it's an ongoing issue...? A New Yorker can answer this one better than me.

 

 

>In DC, the Metro was designed on the premise that it would lead to increased economic development clustered around the stations.    It's no wonder, then, that 30 years later, we have the second-busiest subway in the nation.  The funny thing about transportation is, since it goes hand-in-hand with land-use, and vice-versa, it's pretty much a self-fulfilling prophecy.

 

In DC it's also helped by the fact that the metro has grown enormously due to the growth of the government, which has fueled ancillary employment.  What drives me crazy is that all these politicians from around the country converge on Washington, DC regularly if they don't actually work there full-time.  My guess is these people don't even ride the subway or else they'd see first-hand how well it works and fight for a similar system in their home states. 

 

 

 

 

 

Commuter train: Rail Runner planners seek input from Santa Fe residents

 

By Julie Ann Grimm | The New Mexican

September 24, 2006

 

As debate rages about the location of new train tracks for the state’s commuter Rail Runner Express on the approach to Santa Fe, planners want to talk with the public about the train’s operation inside the city limits.

 

A meeting slated for Monday is an opportunity to learn about track improvement plans, noise, vibration, traffic and environmental issues, said Chris Blewett, project manager.

 

More at:

http://www.freenewmexican.com/news/49716.html

 

Engineer/conductor (sic) Lane De Vors checks tickets of passengers Monday as the Music City Star's opening day drew a mixed ridership of commuters and curiosity seekers to the new rail service running between Lebanon and downtown Nashville. (LARRY MCCORMACK / THE TENNESSEAN)

 

 

 

As the day dawns through cloudy skies, passengers at the Hermitage station wait for the inaugural run of the Music City Star. (LARRY MCCORMACK / THE TENNESSEAN)

 

 

 

The Music City Star pulls into the Riverfront station in downtown Nashville on its opening day. The new rail service had a largely glitch-free debut, encouraging regional officials and commuters alike. (LARRY MCCORMACK / THE TENNESSEAN)

 

 

 

The Music City Star's opening day drew a large crowd to the new commuter rail service running from Lebanon to downtown Nashville on Monday Sept. 18, 2006.

Larry McCormack

 

 

 

Evelyn Mitchell is all smiles as she and others do their morning commute by way of the new Music City Star on its opening day.

Larry McCormack

 

 

 

Olivia Sanderson, 5, talks with friend Dawn Distler as they ride during the Music City Star's opening day.

Larry McCormack

 

 

 

Passengers disembark at Riverfront Station after arriving on the Music City Star's opening day. The new commuter rail service runs from Lebanon to downtown Nashville.

Larry McCormack

 

 

 

Engineer/Conductor Lane De Vors yells "All Aboard" as he calls passengers for the Music City Star's opening day.

Larry McCormack

 

 

http://www.tennessean.com/apps/pbcs.dll/article?AID=2006609190334

 

Tuesday, 09/19/06

 

First-day riders enjoy Music City Star trek

Drivers who hate commute happy to have alternative

 

By LEON ALLIGOOD

Staff Writer

 

 

ON THE MUSIC CITY STAR — William Redmond of Mt. Juliet thought Monday would never come, the day when he would hear the two words that he believes will emancipate him from the perils and hassles of I-40 congestion: "All aboard."

 

For Redmond, Monday's call to passengers was "beautiful."

 

"It's finally here,'' said the state employee. He was so eager to commute via the train that he purchased the first Music City Star ticket sold at Mt. Juliet City Hall.

 

"I was going to make sure I got one,'' Redmond said as the train began to rumble on to Nashville, continuing its inaugural run to bring an era of commuter rail to the region.

 

Now the question is, will the Star be a star?

 

According to the Regional Transportation Authority, a consortium of cities and counties surrounding Nashville, 345 riders took the $40 million rail line Monday morning. The number of riders on last evening's trips will not be available until today. However, if a similar number made the return trip, that would put the opening day's total at about 700, less than half the daily riders RTA hopes to attract by the time the service reaches its six-month mark.

 

But RTA spokeswoman Teresa McKissick said the rail line was not sweating numbers at the moment, but focusing on customer service, getting riders to and from Nashville dependably and comfortably.

 

"We're pleased with how things went on the first day. We believe it was very successful,'' McKissick said.

 

She said there were only a few glitches. A ticket machine dispensed a receipt but not a ticket to one customer. And there were some unexpected detours on downtown shuttle buses because of construction in the Vanderbilt area.

 

In addition, a Waste Management truck was on the tracks as the train neared Mt. Juliet about 6 a.m. According to the Mt. Juliet Police Department, the arm of the rail crossing gate came down on top of the truck and when the truck moved out of the way, the arm was broken. Mt. Juliet police said the crossing arm had been replaced by late afternoon.

 

"But other than that, we didn't have any major problems,'' McKissick said.

 

Those riding the train seemed to be pleased, too.

 

Keith Wood of Hermitage said he was going to be a daily rider on his commute to Vanderbilt University, where he designs publications and printed material.

 

"I hate the drive in. I get up in a good mood in the morning, and by the time I get to the ramp, well, you've just got a line of traffic,'' Wood said while waiting on the train at the Hermitage station.

 

Angel Urbina also plans to be a daily rider. The New Mexico native began a doctoral program in civil engineering this semester at Vanderbilt. When he moved his family to Nashville, proximity to the rail line was a factor in purchasing his Hermitage home.

 

"Economically, it doesn't make much sense to ride the train, with gas prices coming down, but timewise is what really makes it happen," Urbina said.

 

But fuel cost is the reason that Samantha Lee, who works in the Bank of America Plaza, will ride daily. She lives between Mt. Juliet and Hermitage.

 

"Coming from Mt. Juliet, you either have to take Lebanon (Pike) or (Interstate) 40, and either way I'm stuck in traffic, so I'm excited about not having to worry about traffic and (saving) money on gas,'' Lee said.

 

"This is a great amenity to downtown and anyone who lives out east."

 

Other riders were taking a try-it-and-see approach.

 

Rich Tiner, a professor of media studies at Belmont University who lives in Lebanon, said the Music City Star was "a great opportunity to have an alternative for transportation into town."

 

But he would like to see the schedule tweaked and is hoping a shuttle ride will be arranged to Belmont like Vanderbilt has now.

 

"The real key thing is when we get to Riverfront Park. How long am I going to have to wait on that bus?" Tiner said. "That's really critical."

 

Tiner said Belmont was encouraging faculty, staff and students to ride the train by picking up the cost of the ticket.

 

"What a great benefit. I applaud my university for doing this,'' he said.

 

There were a number of "tourists" on the inaugural morning ride. These folks were on the train just to say they were on the first run.

 

"I want to say I rode it,'' said Wayne Hardy, who lives in Lebanon but works about six miles from downtown Nashville. On Monday he arranged for his daughter to pick him up at Riverfront and take him to work.

 

Brownie Spicer, a retired railroad engineer, also rode for the novelty.

 

"I ran trains for years. I just wanted to be on the maiden voyage of this one,'' he said, noting that the engineer of the Music City Star offered to let him ride in the locomotive.

 

And that's what the lifelong railroad man did, sticking his head out the window, waving at passing cars, flashing a kid's smile. •

 

The following news release was issued today by the State of Illinois and

Amtrak Media Relations.

 

NATIONAL RAILROAD PASSENGER CORPORATION

 

525 West Van Buren Street, Suite 222, Chicago IL 60607-3823

 

tel 312 880.5390 fax 312 880.5176 [email protected]

 

 

FOR IMMEDIATE RELEASE

 

September 25, 2006 ATK-06-071

 

 

GOVERNOR BLAGOJEVICH ANNOUNCES AMTRAK SALUKI TO START

RUNNING OCTOBER 30th

 

Building on momentum of record passenger growth,

 

additional Carbondale to Chicago passenger train added;

 

Tickets for Saluki on sale today at Amtrak.com or 800-USA-RAIL

 

CARBONDALE, Ill - Governor Rod R. Blagojevich announced today that

beginning October 30th Illinois' partnership with Amtrak will more than double

state-sponsored passenger rail service downstate. State-supported roundtrips

will increase from three daily roundtrips to seven daily roundtrips between

Chicago and downstate destinations - including the Saluki, the new Chicago-

Carbondale train.

 

The expanded service comes after news that all state-sponsored Amtrak

routes posted record ridership levels for Illinois' Fiscal Year 2006; the

expansion includes an additional round-trip on the Chicago-Carbondale line.

Tickets for the new routes go on sale today.

 

"Amtrak is an affordable travel option, and in many communities it's the only

form of public transportation," said Gov. Blagojevich. "People want and use

Amtrak; that's why we doubled our commitment to ensuring we have regular

passenger rail service. During the past several years we've continued to see

an increase in the people riding the Illinois state-sponsored trains."

 

Starting October 30, daily train service between Chicago and Carbondale will

increase from two round-trips to three round-trips, two of them state-

sponsored. Under this schedule, there will be new morning departures from

Chicago and Carbondale

 

"We are proud that ridership on state-supported Amtrak trains in Illinois is now

nearly a million passengers and growing," said Alex Kummant, Amtrak

President and Chief Executive Officer. "We deeply appreciate the leadership

of Gov. Blagojevich and the state legislature in continuing the strong

partnership with Amtrak to provide more frequent service for the people of

Illinois."

 

This spring, Gov. Blagojevich and the Illinois General Assembly increased

state funding for passenger rail service by Amtrak from $12.1 million to $24

million.

 

The Illinois Department of Transportation (IDOT), which is the partnering

agency with Amtrak, has chosen the Saluki as the name of the new Chicago-

Carbondale train. The Illini will continue to operate on its current schedule on

the route. Combined with the City of New Orleans, another train that is part of

the national Amtrak network, three daily round-trips will be available between

Chicago and Carbondale.

 

Reservations and tickets for the Saluki (Trains 390 & 391) and Illini (Trains

392 & 393) are now available nationwide through Amtrak.com, by calling 800-

USA-RAIL, using Quik-Trak, automated ticket machines, visiting a staffed

Amtrak station, or through select travel agents.

 

These state-supported trains will operate as reserved service, with the lowest

fares ordinarily available with the most advanced purchase, and offer food

and beverages in the café car. Ten-ride tickets will also be available, as will

Business class in a two-seats/aisle/one-seat configuration with leg rests, foot

rests and other amenities for a slight surcharge.

 

IDOT and Amtrak will soon announce schedules for increased service on the

two other state-sponsored corridors, Chicago-St. Louis and Chicago-Quincy.

Daily train service between Chicago and St. Louis will increase from three

roundtrips to five roundtrips, three of them state-sponsored. Daily train service

between Chicago and Quincy will increase from one round-trip to two round-

trips, both of those state-sponsored as well.

 

(schedules follow)

 

Chicago-Carbondale - Southbound Departures

 

* indicates IDOT supported Saluki train, ** indicates IDOT supported Illini train

 

Train Train Train

 

391* 393** 59

 

 

 

Chicago 9:15 a.m. 4:05 p.m. 8:00 p.m.

 

Homewood 9:56 a.m. 4:46 p.m. 8:54 p.m.

 

Kankakee 10:22 a.m. 5:12 p.m. 9:23 p.m.

 

Gilman 10:44 a.m. 5:34 p.m. ?

 

Rantoul 11:10 a.m. 6:00 p.m. ?

 

Champaign 11:25 a.m. 6:15 p.m. 10:34 p.m.

 

Mattoon 12:05 p.m. 6:55 p.m. 11:13 p.m.

 

Effingham 12:29 p.m. 7:19 p.m. 11:37 p.m.

 

Centralia 1:16 p.m. 8:06 p.m. 12:25 a.m.

 

DuQuoin 1:49 p.m. 8:39 p.m. ?

 

arrive Carbondale 2:45 p.m. 9:35 p.m. 1:21 a.m.

 

Carbondale-Chicago - Northbound Departures

 

* indicates IDOT supported Saluki train, ** indicates IDOT supported Illini train

 

Train Train Train

 

58 390* 392**

 

Carbondale 3:16 a.m. 7:30 a.m. 4:05 p.m.

 

DuQuoin ? 7:51 a.m. 4:26 p.m.

 

Centralia 4:10 a.m. 8:23 a.m. 4:58 a.m.

 

Effingham 4:57 a.m. 9:07 a.m. 5:42 p.m.

 

Mattoon 5:23 a.m. 9:31 a.m. 6:06 p.m.

 

Champaign 6:10 a.m. 10:14 a.m. 6:49 p.m.

 

Rantoul ? 10:27 a.m. 7:02 p.m.

 

Gilman ? 10:53 a.m. 7:28 p.m.

 

Kankakee 7:13 a.m. 11:15 a.m. 7:50 p.m.

 

Homewood 7:44 a.m. 11:44 a.m. 8:17 p.m.

 

arrive Chicago 9:00 a.m. 1:00 p.m. 9:35 p.m.

 

# # #

Transit plan aids MARC

Six-year proposal includes $25 million toward buying Baltimore maintenance yard to boost commuter rail service

By Michael Dresser

Sun reporter

Originally published September 26, 2006

 

La Plata -- The Maryland Department of Transportation has allocated $25 million toward acquiring and refurbishing a Baltimore maintenance yard now owned by CSX Corp. - a move that eventually could help it expand and improve its often overcrowded MARC train services.

The money was the largest single addition to the department's six-year Consolidated Transportation Program released yesterday in Charles County.

 

More at:

http://www.baltimoresun.com/news/traffic/bal-md.rail26sep26,0,5075042.story?coll=bal-local-headlines

Hooray for taking steps to eventually expand MARC service.  I think the idea to extend the Metro to BWI is idiotic, though.  BWI already has MARC Penn Line and Amtrak service, with trains arriving about every hour during the week.  Why not spend the money to increase frequency of MARC trains (including adding weekend service), and if anything, build Metro lines in the densely-populated inner suburbs, where it actually makes sense.

 

Between this and constructing a new, unneeded $3 billion freeway that will only cause more sprawl, I'm convinced Maryland has no idea what the hell it's doing transportation-wise.

 

 

yes you can take pics on the nyc subway. you could not for awhile, there was an unoffical & hotly debated ban for a long while post-9/11. i even got yelled at once myself for doing it. but thats over now you can. basically mta gave up on it after the police said there was no reason to have an official ban. however, keep in mind mta still frowns on it and riders will give you the fisheye, but it's legally ok to do.

 

also, if you visit note no photos allowed anywhere on path trains and nj transit. far as i see they are serious as a heart attack over there about it too. none allowed on ny/conn commuter rail either.

 

What about the LIRR for when I go to the Hamptons?! 

 

:-D

Construction under way for airport rail link

By Mike Lindblom

Seattle Times staff reporter

 

Construction is finally under way on a light-rail station and tracks to Seattle-Tacoma International Airport.

 

But first, a few detours.

 

Sound Transit and the Port of Seattle ceremonially broke ground Friday on a 1.7-mile, $244 million transit extension, to open by the end of 2009.

 

Full story at:

 

http://seattletimes.nwsource.com/html/localnews/2003272011_lightrail23m.html