Trains, bikes & quality of life

Train Travel Past & Future Celebrated

Mon, 10 May 2010 19:26:16 -0400

Train Travel Past And Future Celebrated
BY Melinda Tuhus | MAY 10, 2010 7:01 AM
The plan had been to have four gubernatorial candidates from two different parties gather round Union Station’s 90th birthday cake (pictured) to show bipartisan support for rail travel.
It didn’t quite work out that way Saturday. But rail enthusiasts did successfully pull off a celebration of Union Station’s birthday, with a crowd reflecting on the history of rail travel and supporting expanding it in the future.
Four gubernatorial candidates did show up, just at different times. Democrats Ned Lamont and Dan Malloy and Republicans Oz Briebel and Larry DeNardis all spoke about the importance of rail travel at a National Train Day event held at the grand circa 1920 station designed by Cass Gilbert.
Historian Bruce Clouette explained that the city got a world-class railway station because the city was the headquarters of the New Haven Railroad and the end of that line. The station and Grand Central Terminal in New York City were like bookends.

Howard Hebel, an architect with Newman Architects, showed slides depicting the station in different eras, including a shot of the long passageway that passengers still traverse to get to the train platforms—which was the only entrance to the station during the years it was closed. It reopened in 1985. Pictured is a scene repeated throughout each day, when hundreds of passengers entrain and detrain in New Haven.
Click here for a story about last year’s National Train Day event.
New Haven government’s transportation chief, Mike Piscitelli, announced that the city plans to begin construction this summer on 100 new bike parking spaces at Union Station. Longer term, he added, “Our big product here is transit-oriented development, which bundles new parking with mixed use activities, with retail, and then in a Phase 3, more housing right at Union Station.” That’s a long way off.

A model train set up inside New Haven’s Union Station Terminal was a big hit on Saturday afternoon as part of the celebration.

Bill Clapp and his grandson, Billy, of Branford (pictured below), came just to visit the station and see the real trains. The models (their arrival facilitated by James Bunger, president of the New Haven Society of Model Engineers) were icing on the cake.
The day was organized primarily by Richard Stowe of Rail*Trains*Ecology*Cycling, which advocates for multi-modality, especially between trains and bikes.

Rell Hops A New Choo-Choo

Thu, 24 Dec 2009 19:44:40 -0500

editor’s note: The New Haven Independent reported this story first and in it serves up the breaking news about Metro-North’s & C-DOT’s configuration for bike parking on the M-8 cars that is absent in the Danbury News-Times and Connecticut Rail Commuter Council-generated Darien Patch story.

New Haven Independent
BY PAUL BASS | DECEMBER 24, 2009 12:55 PM

You can’t ride the new train until mid-2010 at the earliest. Gov. M. Jodi Rell showed up on the platform, transit aide James P. Redeker in tow, to hop aboard for a first look at the car — and at the new age of commuter rail between New Haven and New York.
The train was the first of two to arrive in town — and the first of 350 modern trains the state is bringing here to replace old cars over the next five years. The state’s buying the M8 rail cars from Kawaski Rail. It has to test each car for months before putting them on the tracks for good.
“What better present could we ask for for Christmas?” Rell declared as she viewed the ergonomic seats with added legroom and headroom, the plus-size bathroom (as big as a “Manhattan apartment,” quipped one observer), the overhead light-display panel to announce station stops, the alcoves designed for two bicycle hooks (to be placed in every other car).
What struck Rell most of all was the cleanliness — and that new-car smell.
“It is beautiful. It smells nice and fresh and new too,” Rell declared. “I hope that smell lingers for a little while when we actually get them tested and get them on the tracks.
“It’s like getting a new bicycle, getting a new car. You’ve had one for a long time. It’s still to get that new one out there.”

Rell spoke of the importance of modern, more user-friendly cars in promoting mass transit. “Our commuters have suffered a long, long time waiting for the new cars to come in. They’ve been riding … 30 year old cars for some time now. They’ve been very patient.”
“This is a happy day for commuters,” agreed Jim Cameron (pictured behind Rell), chairman of the CT Rail Commuter Council. “We have waited a long time.”

As he and the governor sat for a photo-op chat, Cameron pointed to the outlets that will be next to every seat, ready for cellphones or computers to plug into. You don’t find the outlets on current Metro-North trains.

Departing the train, on the way back to her fossil fuel-burning car ride out of New Haven, Rell stopped to press the flesh. She received a warm greeting from a 3 1/2-year-old constituent who’ll help her prevent damage to the new trains: Mullen, a purebred German Shepherd who sniffs out explosives for the transit cops.
New railcars finally on track
By Rob Varnon, STAFF WRITER
Published: 07:01 p.m., Thursday, December 24, 2009

At long last, Connecticut got trains for Christmas.
On Thursday, Gov. M. Jodi Rell unveiled the first two M-8 railcars for the New Haven Line at Union Station in New Haven to a gaggle of reporters, railroad workers and Kawasaki Rail Car executives.
"Kawasaki, I have nothing but praise for them," Rell said while seated in the front of the first pair of railcars, fielding questions from reporters. She said the firm has been very good with communicating the progress of the cars. The new cars have a more box-like design than the older cars that rolled in and out of Union Station during the conference.
The governor appeared to enjoy the new cars and said that they represent the fruition of one of her earliest proposals as governor.
In 2005, when Rell introduced her first budget as governor, she challenged the state "to confront, once and for all, our transportation problem." She backed a plan to replace the 342-car fleet as part of a $1 billion transportation initiative.
Kawasaki Rail Car, of Japan, originally won a contract in 2006 to build 210 railcars for $522 million with an option to build another 132 additional cars with a price tag of about $2.5 million a car. But efficiencies in the process and a reduction in commodity costs, helped lower the per-car price to about $2 million, so the state is taking 300 cars for almost $700 million.
Fare hikes to help cover the cost of the new cars are scheduled for the next seven years, with the first one of 1.25 percent occurring next year in the summer followed by 1 percent hikes during the following six years each January.
James Cameron, chairman of the Connecticut Rail Commuter Council, said this was an important day for commuters, but also for Rell.
"I wanted to say thank you to the governor," Cameron said, while standing on Platform 8, where the new railcars were open for viewing.
DOT and Metro-North will begin testing the new cars next week, so they will not be available for public viewing.
Cameron and the rail commuter council pressed for years to improve the train service on the New Haven Line. While the trains generally come in on time, the conditions on them had been deteriorating as the railcars aged. The majority of the fleet entered service in the 1970s and only a handful of railcars were added in later decades. The situation came to a head in the winter of 2004 when bitterly cold wind and snow fouled the mechanics and electronics of the older trains, putting more than 100 out of commission in a single week. That forced shortened trains and schedule changes.
Metro-North mechanics worked around the clock in below-zero conditions in the New Haven Rail Yard to get the trains back in service, repairing 49 trains in one weekend.
The state is also expanding the rail yard at a cost of more than $700 million, to accommodate the fleet of new trains. Connecticut will not immediately retire the older models, but instead intends to use them to expand service on its Shore Line East Railroad and branch lines.
Cameron credited Rell with the political courage to move the issue forward. "This is her swan song," he said, as Rell walked the platform talking to police and reporters about the new trains. Rell declared she would not seek another term during the next election cycle, which begins in 2010. Her term ends in 2011.
The new trains are expected to begin entering full service in the fall of 2010, meaning Connecticut will have the most advanced fleet of railcars in North America at a time when the nation's economy is expected to start rising out of the recession.
"Having the newest trains in North America says a lot about the state's transportation," Cameron said, who added it's a far cry from where Connecticut has been. He said there have been reports of companies who crossed Connecticut off the map of potential locations for offices simply because of its clogged freeways and overcrowded railcars.
While there was excitement about the new railcars, they will not go into service until the fall of 2010, according to Eugene Colonese, a state Department of Transportation rail administrator.
Colonese said the trains must go through testing and they can only be run with other M-8 cars because of the electronics are more advanced on the new cars.
Colonese is a veteran railroad worker who served as a Metro-North conductor before taking the job at the DOT.
"They're great," he said of the new cars. "All the other cars are based on a 1960 design," he said. "This is such an improvement."
Kawasaki Rail Car Inc. President Akira Hattori agreed with Cameron and Colonese that these were among the most advanced cars in North America and probably the world.
Hattori said the M-8s are complicated cars and require a complex electrical system because the cars run on both overhead alternating current and third-rail direct current systems.
The New Haven Line is the only railroad in the world that operates on this system.
Besides being the latest design, Hattori noted these trains will be faster and will be capable of hitting 100 miles per hour.
The first 38 cars are being made in Japan and then the remaining 262 cars will be manufactured in Kawasaki's Lincoln, Neb., factory, he said.
"It's the best design," he said.
NEWS
New M8 Cars Debut
A press release from the CT Commuter Rail Council
December 24, 2009

Rail commuters in Connecticut received an early Christmas gift as the first two M8 rail cars manufactured in Japan by Kawasaki arrived at the New Haven rail yard.  Inspecting the new cars, Governor Rell acknowledged the work of the CT Rail Commuter Council in helping bring the new cars to the state.   "Commuters have been very patient," she said. "But the wait is over".  Connecticut's current fleet of 343 M2, M4 and M6 cars has some which date back to 1976.  The first pilot M8 cars must undergo four to six months of testing before any of the 300 cars in the M8 order will go into passenger service. Additional new cars will start arriving this winter at a rate of ten per month as the pilot car testing is underway. The first M8s are being manufactured in Kobe Japan but the bulk of the order will be built in Lincoln Nebraska.  "This is a wonderful Christmas present," said Commuter Council Chairman Jim Cameron (of Darien) as he toured the cars with the Governor, CDOT, Metro-North and Kawasaki officials. "It has certainly been worth the wait."  Extensive input from commuters was sought in the design of the cars which incorporate new amenities such a power-plugs at each row of seats, LED displays and automated PA announcements for each station stop as well as PA speakers on the outside of cars to alert boarders of the train's destination.  Each train is also equipped with GPS equipment, redundant HVAC systems and ADA accessible bathrooms. The cars are also "Wi-Fi ready" for when an internet access technology is finally chosen.  "I actually found the seats more comfortable than I'd thought (from the designs)," commented Council member Bob Jelley (of Guilford).   Each seat is also equipped with its own headrest. Seating is two seats on one side and three on the other.  If testing progresses as hoped, the first new M8 cars will be in passenger service late fall or early winter of 2010.  Created by the Connecticut legislator as watchdogs for the interests of rail commuters on Metro-North and Shore Line East, the CT Rail Commuter Council has thirteen members appointed by lawmakers. All are commuters who serve without compensation. The Council meets monthly at various stations served by the railroad in Connecticut.

For Immediate Release                                                                       Contact Info Below

CT RAIL COMMUTER COUNCIL HAILS ARRIVAL

OF FIRST NEW M8 RAIL CARS

(Darien CT – December 24,2009):   Rail commuters in Connecticut received an early Christmas gift as the first two M8 rail cars manufactured in Japan by Kawasaki arrived at the New Haven rail yard.

Inspecting the new cars, Governor Rell acknowledged the work of the CT Rail Commuter Council in helping bring the new cars to the state. “Commuters have been very patient,” she said. “But the wait is over”.

Connecticut’s current fleet of 343 M2, M4 and M6 cars has some which date back to 1976.

The first ‘pilot’ M8 cars must undergo four to six months of testing before any of the 300 cars in the M8 order will go into passenger service. Additional new cars will start arriving this winter at a rate of ten per month as the pilot car testing is underway. The first M8s are being manufactured in Kobe Japan but the bulk of the order will be built in Lincoln Nebraska .

“This is a wonderful Christmas present,” said Commuter Council Chairman Jim Cameron (of Darien ) as he toured the cars with the Governor, CDOT, Metro-North and Kawasaki officials.. “It has certainly been worth the wait”.

Extensive input from commuters was sought in the design of the cars which incorporate new amenities such a power-plugs at each row of seats, LED displays and automated PA announcements for each station stop as well as PA speakers on the outside of cars to alert boarders of the train’s destination.

Each train is also equipped with GPS equipment, redundant HVAC systems and ADA accessible bathrooms. The cars are also “Wi-Fi ready” for when an internet access technology is finally chosen.

“I actually found the seats more comfortable than I’d thought (from the designs),” commented Council member Bob Jelley (of Guilford ). Each seat is also equipped with its own headrest. Seating is two seats on one side and three on the other.

If testing progresses as hoped, the first new M8 cars will be in passenger service late fall or early winter of 2010.

Created by the Connecticut legislator as watchdogs for the interests of rail commuters on Metro-North and Shore Line East, the CT Rail Commuter Council has thirteen members appointed by lawmakers. All are commuters who serve without compensation. The Council meets monthly at various stations served by the railroad in Connecticut .

For more information or to reach the Council with comments or complaints, visit www.trainweb.org/ct

Media Contact:    JIM CAMERON / Chairman
    CT Rail Commuter Council
                             Cameron06820@gmail.com

Register reports on Solari Sign

Sat, 19 Dec 2009 20:01:50 -0500

Preservationists push to save mechanical sign at Union Station
By Ed Stannard, Register Metro Editor
NEW HAVEN — A small group representing what they call a growing movement met Friday afternoon near the mechanical train schedule board they want to save.  The group, which totaled eight people at one point, included advocates for bicycling and historic preservation, looking for a way to keep the mechanical flip board in Union Station.  The state Department of Transportation plans to replace it with a larger light-emitting diode display that will show more information and be more visible, according to state officials.  Richard Stowe of Rail*Trains*Ecology*Cycling described his discussion with DOT spokesman Kevin Nursick.  “The opinion that he conveyed to me was there was a compatibility issue and there seems to be a big thing about ADA (Americans with Disabilities Act) or ADA compliance issues,” Stowe said.  The traditional flip board is made only by Solari di Udine of Italy and requires factory-trained technicians to maintain at a cost of $971 a month, according to Nursick. But the plan to replace it with two larger LED boards has generated a grass-roots movement to save it, with more than 450 members joining an online group on Facebook and numerous comments on the Web site SeeClickFix.  Tradition, the aesthetics of Union Station, which was renovated and reopened in the 1980s after standing dark for years, and spending priorities were among the issues brought up.  “The $60,000 they were going to spend on the new displays would almost pay for the sheltered bike parking” that cycling advocates have sought, said Jason Stockmann of New Haven, a member of Elm City Cycling.  “It seems to me it’s also about the DOT not paying attention to what citizens want,” said Aaron Goode of New Haven.  Anstress Farwell, president of the New Haven Urban Design League, said she received calls from people who are visually impaired claiming that the Solari sign is easier to see than LED signs because of glare. Nursick disputed that.  “These are ADA-compliant signs. They will be visible from all angles in all light conditions from anywhere in Union Station,” he said.  Despite the small turnout, the advocates said the movement to save the Solari sign is growing. “I wouldn’t discount the activism and interest of a community that bloomed in one week,” Farwell said. “That isn’t something you see very often.”  Nursick said it wouldn’t be possible to keep the Solari along with the LEDs, because the flip sign displays so much less information and wouldn’t be compatible. But he said the sign may be saved in some way.  “The department is looking at the potential to preserve the existing sign in some capacity at the rail station,” he said. “‘Potential’ is the word.”  Ed Stannard can be reached at estannard@nhregister.com or 203-789-5743.
READER COMMENTS
The following are comments from the readers. In no way do they represent the view of nhregister.com.
Seattle Don wrote on Dec 19, 2009 1:58 PM:
" Some photos would have been a nice addition to this story. I'd say it's a no brainer that the flip sign is much more compatible with the historic character of the station than some modern LED thing. What is all this "information" that the DOT seems to think we need?

A lack of vision on the part of DOT to install a garish and incongruous element into our beautiful station! "

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Observer wrote on Dec 19, 2009 3:36 PM:
" DOT spokesman Kevin Nursick sounds like a typical state "worker" The flip board was good enough for our grandfathers, what additional info could the LED signage provide? The color of the train, c'mon. "

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RR Dave wrote on Dec 19, 2009 4:04 PM:
" Classic - if the old board was good enough for our grandfathers, then the state should cancel the billion dollar purchase of new M-8 rail cars, cuz hey, the old M-2 were fine for our grandfathers. Hey, in the name of "preservation" let's shut off the electricity and bring in some out-houses as well, that's what our grandfather's had... "

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Seattle Don wrote on Dec 19, 2009 4:36 PM:
" RR Dave -- We are talking about the character of the Station. Both Union Station and Grand Central in NY were turned into neon nightmares in the 60s. Both have been restored to their historic original state. The flip board fits well with this character while a bright LED board will clash horribly with it, in my opinion. "

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DUH wrote on Dec 19, 2009 5:03 PM:
" It is an info board and costs too much money to operate and fix. Dump it - the ambiance comes last. "

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Patricia wrote on Dec 19, 2009 5:45 PM:
" It's great that people appreciate their connection with the past and seek to preserve some touchstones. Preservation and progress are not incompatible. Their is a human dimension to every change and if New Haven wants to remain a place of some distinction, changes should be thoughtful and considered.

The number of people who spoke in their comments here and other places indicates that the Solari means something to people and they don't want that connection ended.

Surely there is room for a compromise that both preserves the Solari and install the new technology somewhere else. "

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bigcheese wrote on Dec 19, 2009 6:35 PM:
" The new signs are made in china...where else? Obama has created millions of jobs...in china. "

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F-Railnut wrote on Dec 19, 2009 8:35 PM:
" While nostalgia buffs would prefer to save the old sign board, there is more to the story than just replacing the old mechanical board with an led board.

The railroad and CDOT have spent the last few years installing these new message boards in various stations throughout the system. The important advantage of the new boards is that they are centrally controlled from the Metro-North rail traffic control offices, and as such can provide better and more updated information as to arrivals, departures, and delays of Amtrak, Metro-North, Shoreline East, and now even Jersey Transit trains for Giants/Jets games.

In addition, once the Hartford Line comes to fruition and the amount of trains using New Haven increases, the old board would not have enough lines to adequately report the trains. Add to that the additional trains from Metro-North once the new cars finally enter service and you can see why the old, limited board must be replaced.

The Danbury Railway Museum would be a great repository for the old sign. "

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Seattle Don wrote on Dec 19, 2009 9:06 PM:
" So wishing to preserve the historic character of Union Station can be characterized as "nostalgia", and the flip board belongs in a museum? I suppose this is the thinking that went into this decision. Why the heck did we go to the trouble of restoring the station then? I think a little vision is needed here. "

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tom tom tom wrote on Dec 19, 2009 10:12 PM:
" Explain the historic character of a 25 year old sign? There is NO historical significance to it. RR Dave is right - bring back the outhouses and lanterns if you want history. Grand Central no longer has flip boards, they are now using electronic LEDS. They work great at Grand Central, they will work great in New Haven. "Our station?" Yea it is our station, all of the people in CT's station, not just the vocal "yocals" that are resisting change that will benefit the entire state. "

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sara wrote on Dec 20, 2009 3:23 AM:
" nursick and DOT are total and complete morons trying to remove a beautiful, historic sign with garbage from china without even consulting the community. who the fu** do they think they are? "

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Duzer the cat wrote on Dec 20, 2009 10:44 AM:
" Some things are not worth preserving (like the unused concrete monstrosity in front of Ikea. The flip sign is one of them. Yup the station looks nice. But, informing the passengers of train arrivals and DELAYS seems primary to me. An LED board seems better suited toward that objectve. "

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Bill wrote on Dec 21, 2009 6:35 PM:
" Duzer; some things are worth saving, some things are worth knocking down, I believe you're correct...I was all for the knocking down of the monstrous Colosseum but the sign is a pleasing addition and far from out of date technology--no more so than analog clocks.

Take the money for LED signs and instead fix the bathrooms--there wouldn't be any complaints about that. Nursick's authoritarian sounding comments on this matter is rubbing me the wrong way however...whatever happened to community planning? "

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Emily wrote on Dec 21, 2009 10:12 PM:
" I like how the "face" of this movement is now called "Rail Trains Ecology Cycling". I do believe the Facebook group came first, and this group is almost, well, hijacking it a bit in order to push their desired bike parking. Do they even want the sign kept, or are they just complaining because they'd rather the money spent on their project instead?

As to what you said Railnut, it is true that in the future more room for information might be needed (once the Hartford Line is up, or rather IF), but I don't think us "preservationists" want to keep the sign and end it there. I think we were more looking for some kind of compromise that would allow the sign to stay, and have smaller supplemental LEDs that can list delays, additional information, etc.

And come on people, exaggerating the point saying bring back outhouses? I think it is possible to balance the historic nature and aesthetics of the past without returning to the dark ages. I spend the good majority of my waking hours in front of the computer, but I think it is nice every once and a while to send a person a hand-written note. And I suppose I'll be one of the people fighting in the future for books in libraries, against a bunch of other people that want to get rid of the books and replace them with Kindles. The books feel more "real" to me, just as the Solari board seems more "real" when compared to a characterless board of blinking lights. "

NHHS High Speed Rail?

Fri, 18 Dec 2009 13:45:16 -0500

Home > News > Connecticut News

HIGH-SPEED RAIL
Officials Wonder If Upgrading Rail Line Will Be Worthwhile, Produce Results

By DON STACOM
The Hartford Courant
November 2, 2009

HARTFORD — - When federal officials evaluate the idea of upgrading the New Haven-to-Springfield rail line to accommodate high-speed trains, they'll have two core questions: Is the project worthwhile, and can it deliver results quickly?

At a weekend conference about the future of America's rail systems, several experts said the New Haven-to-Springfield plan — along with dozens of others throughout the country — will have to meet two essential standards to stand a chance of getting federal funding. Proponents must show how it will significantly improve transportation, but also demonstrate that it will actually work soon.

Connecticut is among 34 states trying to get a piece of the $8 billion in high-speed rail funding that President Barack Obama's administration plans to award this winter. Federal transportation officials are reviewing thousands of pages of applications before selecting winners, and won't discuss the chances for any specific project or region. But since Obama announced the initiative in April, talk has become steadily more open about a political reality: His administration needs some quick successes from whichever ones are chosen.

"This first round [of funding] is important. We cannot fail in any way, shape or form, or there's no future for this program," Karen Rae, a senior federal railway administrator, said Friday at the annual Rail-Volution conference in Boston. "How well we spend that $8 billion will determine the future funding for high-speed rail."

Connecticut has applied for about $80 million to double-track a section of the 60-mile route from Springfield to New Haven, a tiny start to a project that would eventually require the state, Massachusetts, Amtrak and the federal government to jointly come up with $1 billion or more to electrify the line, install modern signals, redesign grade crossings, rebuild bridges and double-track the entire corridor.

With dozens of states putting forward even more elaborate and costly projects, the competition is stiff — and nobody expects the initial $8 billion to go very far. But states are trying to get even a small piece of that funding, hoping that the Federal Railroad Administration will give them priority when it doles out later rounds of cash.

U.S. Rep. James Oberstar of Minnesota, chairman of the House Transportation Committee, is pushing for legislation next year that would overhaul the national transportation funding system, largely pulling back from new highway construction while pumping hundreds of billions into better maintenance of existing highways along with new public transit projects. Included would be $50 billion for high-speed rail systems.

When Oberstar was in Connecticut earlier this year, he recommended an aggressive plan to revitalize the region's economy by linking Montreal, Boston, Hartford, Albany and Manhattan through a network of high-speed rail routes.

But while a coalition of Midwest states has put together that type of plan centered on Chicago, the governors and transportation chiefs of the New England states haven't. New Hampshire, a part of the Boston-to-Montreal route, recently announced that it won't pursue high-speed rail funding because of a dispute with Pan Am Railways, which owns a key stretch of track. And Connecticut transportation advocates privately acknowledge frustration that Massachusetts isn't working harder to develop a Springfield-to- Boston segment. Without that, New Haven-to-Springfield is little more than a branch of Amtrak's Acela service. Combine it with a high-speed Springfield-to-Boston link, though, and it becomes a valuable, high-use connector for New York to Boston service.

Even with delays and setbacks, though, projects like New Haven-to-Springfield will have a chance at eventually getting built if Oberstar's legislation passes, rail proponents said. One prominent rail advocate who asked not to be named said that Oberstar's funding plan is ultimately far more important than how the $8 billion in seed money is split up.

"Oberstar's proposal is truly transformational," he said. "But if it doesn't get through, this whole conference has just been people talking. Nothing more."
Copyright © 2009, The Hartford Courant

Commuter rail in Maricopa County, Arizona

Sun, 22 Nov 2009 14:49:14 -0500

Editor’s note: I visited Phoenix from November 12, 2009 to November 17, 2009 to attend the Greenbuild and Dark Sky conferences. The last two days I explored the potential for commuter rail service in Phoenix. I found Phoenix Union Station, where Amtrak provided service until 1995. Today it is owned by Sprint.

I also located this the Maricopa Association of Governments Commuter Rail Strategic Plan:
http://www.mag.maricopa.gov/pdf/cms.resource/CRSG_2008_Commuter-Rail-Strategic-Plan88296.pdf It includes an exhaustive list of commuter rail systems in the United States.
Below is a story that ran in the Arizona Republic when the draft report was released.

The Arizona Republic, February 29, 2008
Valley Cities Considering New Commuter Systems
By Glen Creno

Plans for passenger rail in Arizona are moving forward, but significant hurdles remain before any system is built. The Maricopa Association of Governments has released a long-awaited draft of its commuter-rail study, which outlines three options that would haul commuters from Phoenix suburbs into job centers in the central city. Read the report at www.mag.maricopa.gov/event.cms?item=8489 . At the same time, key players in developing high-speed rail between Phoenix and Tucson have joined together to seek money to plan a system. These efforts come at a time when state and local planners are looking at major improvements to Arizona's transportation system. Rail is receiving particular attention as a way to ease congestion.

Some critics say rail won't significantly reduce freeway backups. Others say not enough roads can be built to handle the onslaught of cars in the growing Phoenix area. Construction costs are soaring, as are gas prices, and some of the city's freeway corridors are bracketed by development, leaving no room for expansion. City leaders, politicians, railroad companies and rank-and-file commuters will have a chance to voice their opinions on MAG's recommendations. MAG's Regional Council, a collection of Valley mayors and other officials, eventually will vote on the plan. "We have lots of transportation challenges," said Kevin Wallace, MAG's transit-program manager. "Commuter rail been talked about for a long time but has never risen to the top of solutions. There's a lot more interest and energy to include this as a solution."

The new MAG plan lays out three ways to launch a commuter-rail system (see the details below): A single-line system with an estimated daily ridership capacity of 10,100; a multicorridor starter system with estimated ridership capacity of 20,200; and a comprehensive regional system with ridership capacity of 141,000 a day. The trains would run in existing freight-rail corridors, primarily sections of the Burlington Northern Santa Fe along Grand Avenue and the Union Pacific paralleling Interstate 10 in the West Valley and angling southeast into Pinal County. Union Pacific branch lines could serve riders from Tempe and Chandler. Employment in the area is expected to nearly double from 1.8 million in 2005 to nearly 3.6 million in 2030, according to MAG's study. The region's rail lines run through some of the most congested commuting corridors. "Without transportation, we don't have an economy," said Bill Lindley, director of the Arizona Rail Passenger Association. "We have to do something to relieve the growing 'time tax' of people stuck in traffic."

MAG's rail report also breaks down the challenges to creating a commuter-rail system. Among them: funding, possible conflicts with freight railroads and working out who controls and operates the system. The railroads have monitored the development of the commuter-rail report. Officials say their Phoenix lines are getting increasingly busy as demand for freight delivery increases. Burlington Northern said new tracks would be needed in the Grand Avenue area for commuter rail. "The track on the ground today would not support a fully functional commuter-rail program, a full schedule of commuter-rail trains," said LaTonya Finch, regional manager of economic development for the railroad. "There's no way you could make that program work in conjunction with our business on the line today and what's coming on the line very shortly." Finch, though, said the railroad has worked with other states to establish commuter rail on its lines. She said that the railroad has been talking to MAG and the Arizona Department of Transportation about passenger rail but that no specific plans have been presented.

Funding remains the biggest obstacle in creating passenger rail. Last week, ADOT and several agencies, politicians and railroad representatives gathered to discuss the issue. Rep. Ed Pastor, D-Ariz., urged them to apply for new federal grant money to plan a high-speed passenger line between Phoenix and Tucson. ADOT, which is in the process of updating its 1998 high-speed-rail study, is coordinating the effort and will ask for a $3 million grant. Any grant money must be matched by local funds. The deadline is March 18. The new federal program has $30 million available this year and is expected to grow to $100 million next year. Mark Yachmetz of the federal Railroad Administration told the crowd last week that states that have won rail money in the past have put together effective organizations with strong leadership. That leadership will be important in developing a rail system needed to deal with the state's growth, officials said. Shannon Scutari, an aide to Gov. Janet Napolitano, said new roads alone cannot solve the region's congestion problem. "We can't freeway ourselves out of this," she said.

Options For Commuter Rail
Maricopa Association of Governments has released its plan for commuter rail. Here are the agency's three recommendations:
Scenario 1 Type of system: Get started. Route: A single-line system in a congested driving corridor. Corridor not specified. Daily ridership capacity: 10,100. Estimated cost: $50 million to $400 million. Advantage: Less-complex coordination with freight railroads, lowest cost, more simple to operate. Examples of single-corridor systems: NorthStar Commuter Rail in Minneapolis and the Trinity Railway Express connecting Dallas to Fort Worth.
Scenario 2 Type of system: Starter. Route: A multiple-line system. Number and locations not specified. Daily ridership capacity: 20,200. Estimated cost: $400 million to $800 million. Advantage: Relatively low cost and possibility to upgrade the system over time. Examples of starter systems: Salt Lake City Commuter Rail and the Virginia Railway Express commuter-rail service connecting northern Virginia and Washington, D.C.
Scenario 3 Type of system: Regional. Route: Launch service in several corridors simultaneously. Routes not specified. Daily ridership capacity: 141,000. Estimated cost: $800 million to $2 billion. Advantage: Improves transportation mobility and sustainability and helps shape regional growth. But a complex system would probably require separate facilities from freight rail and is the most costly option and most difficult to operate. Examples of regional systems: Metrolink commuter rail in Los Angeles and the Denver FasTracks transit-expansion program.
What's next?
• MAG will present its draft plan to the public at a meeting from 9 to 11 a.m. Thursday at 302 N. First Ave.. Phoenix. • Several MAG committees will later review the plan before it goes to the MAG Regional Council for a vote. The council consists mainly of Valley mayors, plus city, county and tribal officials and the head of a citizens transportation committee. • Read the report at www.mag.maricopa.gov/event.cms?item=8489

Metro-North bike racks on M-7, M-8’s

Wed, 14 Oct 2009 00:55:36 -0400

Metro-North, DOT seek to lock in bike rack design
Stamford Advocate, 10/07/09
By Martin B. Cassidy
Staff Writer
Posted: 10/07/2009 07:40:47 PM EDT
Updated: 10/07/2009 08:08:31 PM EDT

As part of an ongoing effort to find ways to increase space for bikes aboard trains, Metro-North Railroad and Connecticut are preparing to seek bids on a contract for designing a storage rack that could be used aboard the state's fleet of new M-8 rail cars.
Metro-North is expected to issue a request in coming weeks for proposals to produce up to three different bike rack prototypes to be used in a trial aboard M-7 trains. The devices would be compatible with the state's 300 M-8 rail cars, which are similarly configured to M-7s, Metro-North spokeswoman Marjorie Anders said.
About $100,000 has been set aside for the work, which is to be completed by June, Anders said.
The M-8 rail cars are being built in Japan, with the first set to arrive for testing in Connecticut late this fall, according to the DOT.
If a bike storage design is approved, funding would play a large part in when the device would be manufactured and installed, Anders said.
"It all comes down to money," she said. "When we find a design that works to everyone's satisfaction and have a price tag and New York and Connecticut have enough money to pay it at the right time, it could work."
In spring 2008, Gov. M. Jodi Rell asked the state Department of Transportation to find ways to allow more bikes aboard the new cars to encourage people to leave their cars at home.
The DOT and Metro-North conducted a trial last spring using a wall-mounted rack system aboard two
M-7 train cars, but the design was not successful because the device did not secure the bikes well enough.

Cycling advocates consider the new work a step forward that could bring the railroad closer to adopting a usable storage device, but they continue to seek abolishing the bike ban on rush hour trains, said Richard Stowe, founder of Rail*Trains*Ecology*Cycling, a group seeking equity for cyclists on commuter trains.

Metro-North currently issues permits to bicyclists; conductors have discretion to bar bicyclists from trains if they are deemed too crowded.

Earlier this year, Metro-North authorized bicycles aboard 35 of 49 "reverse-peak" trains, those traveling north from Grand Central Terminal before 10 a.m. and headed for Grand Central between 4 and 8 p.m., but even with the expanded access, the restrictions are onerous to bicyclists, said Stowe, a New Canaan resident.

"If you eliminated the peak hour ban and prohibition, it would have a number of benefits to not just cyclists, but to Metro-North themselves," Stowe said. "Cyclists want to take the train in the peak hour currently, which forces Metro-North to lose revenue or, in some cases, opting to drive."

Members of the Connecticut Rail Commuter Council, a state-appointed body representing commuters, say other passengers should have priority for scarce seating before bicycles are allowed on peak-hour trains.

"Our position is very simple," said Drew Todd, a council member from South Norwalk. "We're not against bikes on trains, but until every paying passenger gets a seat, you can't really be discussing more bikes on trains."

The space requirements of the racks are also a concern and the probability of the bikes coming loose is an issue for the group, Todd said.

"The trains are bumpy, they stop short and make sharp turns," Todd said. "All of a sudden, a bicycle is flying somewhere. It's a problem waiting to happen and could possibly scare people from taking the train."

In the unsuccessful trial last spring, Metro-North used wall-mounted racks that secured the front wheels of bikes on a wall hook, the lower wheel to a divot on the floor, and the middle of the bike attached to a second hook in the wall.

DOT spokesman Kevin Nursick said the state would work with Metro-North to develop bike rack ideas, but plans to install an approved device depend on funding.

"The governor's directive remains a priority for the department," Nursick said. "...We are partnering directly with Metro-North in the thorough evaluation of options, with the goal of implementing a bike rack that meets customer and operational requirements."

Staff Writer Martin B. Cassidy can be reached at martin.cassidy@scni.com, or 203-964-2264.

Stowe appointed to state board

Thu, 8 Oct 2009 14:13:07 -0400

New Canaan Advertiser Friday, 02 October 2009
Stowe appointed to state board

New Canaan resident Richard Stowe has been appointed to the Connecticut Bicycle and Pedestrian Advisory Board by State House Republican Leader Lawrence F. Cafero Jr.
The board was created this year by the General Assembly. It reports to the governor, transportation commissioner and the Legislature’s Transportation Committee on actions, policies and procedures to improve the bicycling and walking environment in the state.
Appointees serve for a term of four years.
Republican Rep. John Hetherington of the 125th District hailed Stowe for his “strong background in green planning” as well as his “tremendous personal commitment to lessening our dependence on the internal combustion engine.”
“He is the perfect choice,” said Hetherington.
Stowe served as an independent manufacturer’s representative in the bicycle industry and as a member of the Transportation Choice Coalition of Connecticut. He is a founding member of a commuter rail/bicycle group and has been the leading force in advocating for improved access for bikes on commuter trains in the New York Metropolitan Region.
He also serves with the non-profit New Canaan Environmental Group.