West Valley TRAX Construction Update

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Welcome!

Construction progress continues on the West Valley TRAX Line. To keep business and traffic impacts to a minimum, this five-mile project has been separated into seven construction “reaches,” or segments, for management and planning purposes. The map below shows each construction reach in a different color, starting with Reach 1 in light green on the south end of the project and ending with Reach 7 in light green on the east end of the project.

A description of what is happening in each area is listed below. If you need further construction information, please call our toll-free 24-hour hotline at (888) 800-8854.





Reach 1

Reach Description: Reach 1 is the area along Constitution Boulevard (2700 West) from West Valley City Hall at 3600 South extending north to 3100 South. This area includes both large and small businesses, as well as many residents. Access to businesses and residences will be maintained throughout construction.



Current Construction:

· Overhead electric poles are being installed near West Valley City Hall and Constitution Boulevard.

· Crews continue working on the rail and the ballast in the center of Constitution Boulevard.



Traffic Impacts: There currently are minor lane restrictions along Constitution Boulevard; however, access is being maintained.



Reach 2

Reach Description: Reach 2 is the area along 3100 South from Constitution Boulevard to Decker Lake Drive. The E Center and a few other businesses are located in this reach, as well as residents on either side of 3100 South. Access will be maintained throughout construction and we will work with the E Center to coordinate our efforts so you can continue to visit the great events they have to offer. When TRAX is completed along 3100 South, it will operate on the south side of the roadway.



Current Construction:

· Work continues on the TRAX bridge approaches over I-215 on the south side of 3100 South.

· Crews are currently distributing rail and ballast on the south side of 3100 South between Maple Way and Decker Lake Drive.

· Construction is taking place along 3100 South as crews relocate utilities.

· Work continues on the north side of 3100 South and Decker Lake Drive as crews install rail.



Traffic Impacts:

· Traffic control is in place along 3100 South; however, access is being maintained.



Reach 3

Reach Description: Reach 3 is the area along Decker Lake Drive from 3100 South to Research Way (2770 South) and running east to Redwood Road. This area includes many commercial office buildings with thousands of employees. We will continue to work with businesses to ensure access.



Current Construction:

· Track and station work continues in the center of Decker Lake Drive.

· Underground work continues along Research Way.

· We encourage motorists to obey the posted speed limits along Decker Lake Drive.



Upcoming Construction:

· Utility and road construction on northern part of Decker Lake Drive just south of Research Way – this portion of road work is scheduled to take place mid-March and will last about eight weeks – access will be maintained to businesses via detour routes.

· Utility and road construction on Research Way between Decker Lake Drive and Redwood Road – this portion is currently under construction as crews move utilities. The remainder of this work is scheduled to take place during spring 2010 – access will be maintained.

· Redwood Road track crossing – this portion of work is scheduled to take place during spring 2010 – access will be maintained.



Traffic Impacts: Currently, there are lane restrictions along Decker Lake Drive and Research Way but access is being maintained.



Reach 4

Reach Description: Reach 4 runs through the Chesterfield residential area along 2770 South and proceeds along the Decker Lake Canal and the Crosstowne Trail. We will work with residents to ensure a safe working environment that provides access to their properties.



Current Construction:

· Significant work has been accomplished in the Chesterfield area. Crews continue to work on the rail and other items.



Traffic Impacts:

· The Crosstowne Trail along 2770 South just east of Redwood Road to the Brighton Canal has been paved but will remain closed until TRAX is completed in this area.





Reach 5

Reach Description: Reach 5 will include construction along 1070 West in the Chesterfield industrial area. This reach will include one bridge structure over the Jordan River and another over 900 West.



Current Construction:

· Crews will resume work on 1070 West at the end of March. At this time crews will form and pour curb, gutter, sidewalk and driveways. We will meet with businesses as we get closer to construction.

· Trenches are filled and temporarily paved for winter.

· Crews are working on the overhead wiring system.

· Work continues on the Jordan River bridge and the pedestrian and bike tunnel.



Traffic Impacts: As construction proceeds, there will be lane restrictions, although access will be maintained.



Reach 6

Reach Description: Reach 6 runs through the Union Pacific Railroad’s Roper Yard area. Although there are no businesses and residents, extensive coordination will take place to ensure that freight deliveries and other train travel is maintained. Reach 6 includes plans for an extensive bridging system that will enable TRAX to operate over other train traffic.



Current Construction:

· Progress continues on the TRAX bridge structures over 900 West at approximately 2200 South and also at the Union Pacific Railroad Roper Yard area.



Reach 7



Reach Description: Reach 7 is the area where the West Valley Line will connect with the current North/South TRAX Line. Construction will take place along Andy Avenue in South Salt Lake. Crews will closely coordinate activities with businesses to ensure access is maintained.



Current Construction:

· Progress continues on the TRAX bridge approaches on either side of 600 West.



Traffic Impacts: Currently there are no traffic impacts on Andy Avenue.

General Information



Access during Construction

UTA is committed to maintaining 24-hour access to all of the businesses and residences along the construction corridor. We will coordinate with businesses in cases where access may be temporarily limited.



Construction Hours

Construction on the project is permitted to take place between 7 a.m. to 7 p.m. Monday through Saturday. Additionally, specific activities may require different working hours and will be coordinated with city officials.



Construction Tours

If you are interested in learning more about the construction project, please call our toll-free 24-hour hotline at (888) 800-8854.



For More Information

Timely and helpful information is available to assist business and residential communities, as well as commuters and stakeholders.



If you have questions or comments regarding the project, please contact our toll-free 24-hour hotline at (888) 800-8854 or e-mail tcamp@rideuta.com. You can also visit UTA’s Web site at www.rideuta.com.

UTA Board Meeting Wednesday

Image by Paul Mayne via Flickr

AGENDA OF THE REGULAR MEETING



OF THE



BOARD OF TRUSTEES OF THE UTAH TRANSIT AUTHORITY









PUBLIC NOTICE is hereby given of the regular meeting of the Board of Trustees of the Utah Transit Authority at 2:30 p.m. on Wednesday, March 24, 2010, in the Golden Spike Rooms at the Frontline Headquarters Building located at 669 West 200 South, Salt Lake City, Utah, with the following agenda.










1. Welcome.

- Larry Ellertson



2. Public Comment (10 Minutes).

- Larry Ellertson

(The Board of Trustees invites brief comments or questions from the public during regularly scheduled Board meetings. Please note, in order to be considerate of everyone attending the meeting and to more closely follow the published agenda times, public comments will be limited to two minutes per person per item. A spokesperson who has been asked by a group to summarize their comments may be allowed five minutes to speak.)



3. Resolution of the Board of Trustees of the Utah Transit Authority Approving the Naming of Stations

-- Michelle Baguley



4. Transportation Report

-- Meghan Z. Holbrook



5. Honor Roll Nomination

-- Michelle Baguley



6. Chair’s Report

-- Larry Ellertson



7. General Manager’s Report.

- John M. Inglish

a. Safety Report



8. General Counsel’s Report.

– Bruce T. Jones



9. Closed Session.

a. Strategy Session to Discuss the Purchase, Exchange or Lease of Real Property when Public Discussion would Prevent the Public Body from Completing the Transaction on the Best Possible Terms.

b. Strategy Session to Discuss the Character, Professional Competence, or Physical or Mental HHHealth of an Individual.

c. Strategy Sessions to Discuss Collective Bargaining.

d. Strategy Session to Discuss On-going and/or Potential Litigation.



10. Action Taken Regarding Matters Discussed in Closed Session.

– Larry Ellertson



11. Other Business.



12. Consent.

a. Approval of Revised Financial Statements of December 31, 2009.

b. Approval of Minutes of Board Meeting of February 24, 2010.



13. Adjournment.

The Board Mission Statement

Utah Transit Authority strengthens and connects communities thereby enabling individuals to pursue a fuller life with greater ease and convenience by leading through partnering, planning, and wise investment of physical, economic, and human resources.

UTA North Temple Viaduct Open House

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UTA to Host Open House

On North Temple Viaduct and Airport TRAX





What: Utah Transit Authority and Salt Lake City will hold an open house on the North Temple viaduct reconstruction and Airport TRAX line.



When: Thursday, Mar. 18, 5 p.m. to 7 p.m.

UTA FrontLines Headquarters

669 West 200 South, Salt Lake City

Info: As part of the Airport TRAX construction project, the North Temple viaduct will be rebuilt. This will require the closure of the viaduct for 18 months. The open house will discuss detours and construction phasing. The Airport TRAX line is a 6-mile light rail extension that will connect with the existing TRAX system at Arena Station. The line will run west along North Temple to the Salt Lake International Airport, conveniently stopping adjacent to Terminal One. Once complete the North Temple viaduct will include four lanes of travel, pedestrian and bike paths, and a transfer station to FrontRunner.

For more information, visit www.rideuta.com.

This Week in Amtrak

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This Week at Amtrak; March 8, 2010

A weekly digest of events, opinions, and forecasts from

United Rail Passenger Alliance, Inc.

America’s foremost passenger rail policy institute

1526 University Boulevard, West, PMB 203 • Jacksonville, Florida
32217-2006 USA

Telephone 904-636-7739, Electronic Mail info@unitedrail.org • http://www.unitedrail.org

Volume 7, Number 8

Founded over three decades ago in 1976, URPA is a nationally known policy institute which focuses on solutions and plans for passenger rail systems in North America. Headquartered in Jacksonville, Florida, URPA has professional associates in Minnesota, California, Arizona, New Mexico, the District of Columbia, Texas, New York, and other cities. For more detailed information, along with a variety of position papers and other documents, visit the URPA web site at http://www.unitedrail.org .

URPA is not a membership organization, and does not accept funding from any outside sources.

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

Jack Benny, one of America's most beloved comedians and reputed tightwad extraordinaire, was perpetually 39 years old; Amtrak, this first of May, will join Mr. Benny at milepost 39. Benny's radio and television persona never sold his ancient Maxwell automobile, but Amtrak does seem to have traded in some sputtering old ideas for new ones.

First off, the news items:

* The State of Oregon reports it has purchased two new TALGO
trainsets for
service between Eugene and Vancouver, British Columbia.
* Jolene Molitoris, currently Director of Ohio Department of
Transportation, and former Federal Railroad Administration chief,
this Wednesday "gave a passionate speech about ODOT" and the
nascent 3-C (Cleveland, Columbus, Dayton and Cincinnati) corridor.
According to "Linking Ohio ," Ms.
Molitoris emphasized "that no corridor has ever gone from zero
passenger rail options to high-speed rail in one step. She
described projects like in Maine and North Carolina that all
started with standard speed rail before upgrading to
higher-speed." Linking Ohio, which is a project of the 501(c)3
non-profit All Aboard Ohio, noted that improving current speeds --
39 mph average, 79 mph top speed -- needs to be the first phase
"of a larger passenger rail strategy."
* And then from North Carolina comes the news, according "The
not-so-fast track for high speed rail
"
(Stateline.org, 25 February 2010), that a "$520 million chunk [of
the Federal high speed funds]... will go toward 30 specific
improvements between Raleigh and Charlotte, and another $25
million will be used to reduce [rail] congestion between Raleigh
and Richmond, Virginia... Eugene Conti, North Carolina’s secretary
of transportation, says work on the upgrades will start within a
few months. The projects include adding more double-tracking that
would allow freight and passenger trains to pass each other and
separating rails from roads. The changes are designed to cut down
on delays for both trains and auto traffic."
* On the flip side, Buena Park, California may have to demolish a
brand-new passenger station if the planned high-speed trains whiz
past there without stopping (AP story, 8 March
),
and Florida's newly-awarded high-speed train is not planned to
connect with SunRail commuter trains (cable-only local news
"channel 13" story, 5 March
;
and commentary on The Infrastructurist
).
Doesn't anyone talk to anyone else anymore?
* Saturday's Amtrak Town Hall, sponsored by TRAINS magazine
(Kalmbach Publishing Co.) was the first of its kind.
Presentations, plans, and candid discussions indicate Amtrak has
some good people who are making real progress. More on this
shortly, but one remark overheard afterward was, "For the first
time I heard discussion of 'per revenue passenger mile' rather
than just 'per passenger.'"
* And a personal note: "Gentle Readers" is how Isaac Asimov -- a
modern-day Renaissance man, author of nearly 500 books, and my
chief inspiration to learn about science, arts, literature,
history and everything -- addressed his audience, and I will
occasionally use his phrase in remembrance.

Next, some feedback --

On the PIRG report, C.B. Hall writes:

I saw the document as an expression of advocacy, not an analysis of
high-speed rail's actual prospects. Chief among the obstacles - and
an obstacle I don't recall US PIRG even mentioning - is the
likelihood of political winds shifting in Washington, DC. We now
have a national administration that is exceptionally well disposed
towards passenger rail, but that administration has less than three
years to go. We're not going to get HSR, or even a major part of it,
done by the next presidential election. What we can get done is a
foretaste of HSR can ultimately do.

The investment should go to a very limited number of corridors where
visible results can be achieved on the shortest timeline. Three
years from now, we may have a national administration that returns
non-NEC HSR funding to the $25 million or whatever it was all
through the 1990s. That likelihood will decrease, however, if in the
meantime HSR in a few model corridors is far enough advanced to act
as good advertising to the rest of the country. Otherwise, the risk
of stagnation and skepticism only grows.

Yes, Mr. Hall, the report addressed "here's what we need and how we can get there" more than it asked, "what stands in our way." Being guardedly optimistic, it exemplifies elimination of once-widespread socialist dogma which stunted rail passenger advocacy for decades. Look, if you want to start an argument, propose a project that will "reduce Global Warming." If you want to get something done, propose a project that will "reduce Pollution." Same project, but which one will get built?
Eliminate the rhetoric from passenger train advocacy and let's get people moving.

To Mr. Hall's other point, a perfect example of a results-oriented approach is the San Diego Trolley, which built its first, highly successful, line at low cost, and proved its value to the community.
North Carolina is doing the right thing already: read on.

Regarding continued expansion of passenger rail, reader Stan Probstein asks:

[W]hy does Amtrak continue to be the best kept secret for rail
travel? Why isn't Amtrak advertising on cable networks like Fox News
channel, MSNBC and CNN as well as on the broadcast networks? How can
rail travel make a comeback if new rail ridership isn't informed?

True, the only market-specific advertising ever run in Phoenix by sputtering old Maxwell-style Amtrak was in 1996 to announce the closure of Union Station and the re-routing of the Sunset Limited. However, if updated thinking as was heard at this week's Chicago's Town Hall meeting is any indication, -- Stay tuned.

Now, let's look at a hypothetical 81-mile passenger train route. By the way, that happens to be the distance from Tampa to Orlando.

Key to investing our dollars wisely, is understanding the difference between Average speed and Top speed. Trains do not accelerate like sports cars; subway trains with their powerful electric motors accelerate at about 2.5 miles per hour per second, or in the parlance of race cars, "zero to 60 in half a minute or so." A conventional diesel-electric passenger train takes perhaps two minutes from a standing stop to 60 mph. Similar figures apply to slowing down. Thus, it is far more important to eliminate slow sections of track than it is to have short stretches of theoretical high speeds.

Amtrak today operates the 81-mile Orlando-Tampa route with six intermediate stops in almost exactly 2 hours - about 40 mph average speed. Eliminating most of the stops would save perhaps fifteen minutes, but at a severe impact to ridership and to the detriment of Kissimmee, Waldo, Ocala, Wildwood, Dade City, and Lakeland.

I have here a spreadsheet with rough estimations of times for a route with one station stop and a 1/4 mile section of 10mph (like a bridge or slow curve). Plugging in some sample numbers, let's look at what happens as we increase top speed.

top speed, *59* mph: *1 hour, 27 minutes*
top speed *79* mph with curve upgrade to 30mph: *1:08* (saves *19*
minutes)
*90* mph, *1:02* (saves an additional *6* minutes)
*110* mph, *53* minutes (saves an additional *9* minutes)
*168* mph, *44* minutes (saves an additional *10* minutes)

The biggest time savings comes from increasing the top speed to 79mph versus 59mph. Beyond 90mph, we save only twenty more minutes by nearly doubling that speed. Going three times as fast (180mph vs. 60) doesn't get you there three times as fast, either: only about twice as fast, because of acceleration and deceleration.

And the cost of a 168mph railroad is far beyond a 90mph railroad. Beyond 110, trains cannot share tracks with heavy freight trains, nor can there be grade crossings, so an entirely new guideway is needed.

Removing bottlenecks is the single best thing: upgrading that one curve to 30mph saves about 1 minute; to 59mph, about 2 min. Compare two minutes savings for the cost of a single curve or bridge against 20 minutes saved upgrading 80 miles of track, and you're looking at a pretty favorable cost-benefit ratio.

The practical impact is that incremental investments up to 79mph have direct, positive impact on freight and passenger trains alike; much above 90mph starts to diminish the utility of corridors for freight; and above 110mph removes passenger trains from most existing corridors, at stratospheric costs for new rights-of-way and without the benefit to industry and jobs that accrue from better freight service.

Looking again at North Carolina, Secretary Conti says that the high-speed funds there will result in noticeable "improvements in stations, on the track and with equipment in the next couple years...
Our focus is to show progress in the immediate sense..." (stateline.org)

Amtrak of late seems to be involved with sensible projects that will get built, like North Carolina's upgrades, while also talking refreshingly favorably about intercity routes at the Chicago Town Hall. Will America's modern passenger trains finally catch their stride at Amtrak's 39th birthday? Stay tuned, Gentle Readers.

\\/
William Lindley,
Scottsdale, Ariz.

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

If you are reading someone else’s copy of This Week at Amtrak, you can
receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

You MUST include your name, preferred e-mail address, and city and state
where you live. If you have filters or firewalls placed on your Internet
connection, set your e-mail to receive incoming mail from
twa@unitedrail.org ; we are unable to go
through any approvals processes for individuals. This mailing list is
kept strictly confidential and is not shared or used for any purposes
other than distribution of This Week at Amtrak or related URPA materials.

All other correspondence, including requests to unsubscribe should be
addressed to

wlindley@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site,
www.unitedrail.org

URPA leadership members are available for speaking engagements.

Related articles by Zemanta

• Amtrak Plans $11 Billion of Train Equipment Purchases (Update1) (businessweek.com)
• How Does Chicago's Union Station Compare? (chicagoist.com)

This Week in Amtrak

Image via Wikipedia

This Week at Amtrak; February 27, 2010


A weekly digest of events, opinions, and forecasts from



United Rail Passenger Alliance, Inc.

America’s foremost passenger rail policy institute



1526 University Boulevard, West, PMB 203 • Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739, Electronic Mail info@unitedrail.org • http://www.unitedrail.org



Volume 7, Number 7



Founded over three decades ago in 1976, URPA is a nationally known policy institute which focuses on solutions and plans for passenger rail systems in North America. Headquartered in Jacksonville, Florida, URPA has professional associates in Minnesota, California, Arizona, New Mexico, the District of Columbia, Texas, New York, and other cities. For more detailed information, along with a variety of position papers and other documents, visit the URPA web site at http://www.unitedrail.org.



URPA is not a membership organization, and does not accept funding from any outside sources.


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

Patience and perseverance have a magical effect
before which difficulties disappear and obstacles vanish.
- John Quincy Adams

Gentle Readers,

Darwin was wrong. No, I'm not questioning "did man descend from the apes?" (perhaps he should have said "ascend" anyway). Darwin postulated a continual pace of evolution, but the reality is: whether we discuss clothing fashions, musical taste, or changes in animal species, change is almost invariably glacially slow for long periods, punctuated by flashes of utter revolution.

We seem at last to have entered such a quick phase of passenger rail renaissance.

In these past few decades, passenger trains have been accumulating a constituency in both size and composition. Like a blizzard in New York City or Philadelphia, it grew slowly at first and now more quickly.

Robert R. Young, variously known as the "gadfly of the rails" and the "populist of Wall Street," as early as the 1940s, foresaw the impending crisis in passenger trains and indeed railroading generally. Even before jet aircraft and superhighways, Young saw slow trains and antiquated equipment as obstacles to future passenger train profits, and the stagnation of American design and manufacturing as impediments to progress. Young sought to improve his Chesapeake & Ohio passenger trains "to head off a slump that might mean a demand for nationalization..." -- a threat realized in the creation of Amtrak in 1971 -- and "When Young decided to buy two new streamliners for the C&O and two for the Chicago-Grand Rapids-Petroskey run of the Pere Marquette, he was struck with the limited capacity of the de luxe car-building industry. Young's subsequent decision to replace every bit of passenger equipment on the C&O involved waiting for months for delivery..." (both quotes, Life Magazine, 24 February 1947.)

The creation of Amtrak, proceeding from a goal set in the late 1960s by Anthony Haswell's National Association of Railroad Passengers, was a legislative place-holder designed to effect the return of a healthy national rail passenger system. Despite the most concerted efforts of many during the 1973 Arab Oil Embargo and since, the legal and political roadblocks erected over the preceding century have proven difficult to overcome. But as the romance of fast planes and fast cars was replaced by the frustrations and dehumanizations of X-rays, pat-down searches and plugged expressways, the latent demand for trains returned.

Even in the warmth and vast spaces of the American West, the San Diego Trolley and Los Angeles Metrolink were pioneers of streetcar and regional rail, overturning forever the idea that superhighways and jet aircraft had obsoleted trains.

As cities across the country opened new rail systems, and as Amtrak has worked with states to extend services, the snow-drifts continued. Some of these, like the Gulf Breeze, were scattered in the wind; while others grew, in places like North Carolina and Virginia.

Pressure for change also grew in equipment and the railroads themselves. In the 1990s, Bombardier's BiLevel coach and General Motors' F59PH led the way in modern passenger equipment even as most light-rail orders went to Europe or Japan. The failed Penn Central, which had become government-owned Conrail, was sold and became parts of the profitable CSX and Norfolk Southern railways.

The Obama administration's eight billion dollar outlay on higher-speed rail, announced in April of 2009, perhaps played a part in Warren Buffett's Berkshire Hathaway purchasing BNSF. Fast upon the heels of the awards of this Federal money we find billionaire Carl Icahn's American Railcar Industries having formed a joint venture with US Railcar. US Railcar has built regional trains for Florida, and hopes to capture the upcoming market for high-speed equipment. Obama's eight billion dollars, on a national scale, is tiny; but it has become a critical piece.

Though you may not be able to ride Denver's Ski Train to the slopes this year, residents of New York City and Philadelphia who have been keeping the tips of their show-shovels shiny can tell you that, when snow has been falling on the mountain for long enough, sometimes it only takes one flake to start an avalanche.

Yesterday's Friends of Transit conference which I attended in Phoenix highlighted that, when enough people -- and the right people -- assemble behind an idea, there are no more obstacles: just work to be done. The same avalanche as happened with streetcars in Phoenix leading now to serious plans for regional rail, is happening nationally. Of note: Richard Simonetta, who spearheaded the genius of Phoenix's METRO success -- where, through community involvement, seven billion dollars of new development accompanied rather than followed the construction of the line -- is now National Director of High Speed Rail at URS, a joint venture of whom is planning the California High Speed Rail Authority's 800-mile system. (URS press releases on Simonetta and California HSR)

California's HSR so far looks to be at least somewhat sensibly designed to build on, rather than compete with, a passenger rail matrix which includes Amtrak California's Surfliners, San Joaquins and Capitols. This contrasts with some other high speed systems recently proposed (and next time we will look at what happens to travel time versus return on investment, on a hypothetical 81-mile corridor). California is carrying on Robert Young's desire for modern railways.

Desire for continuing passenger profits like Young felt at C&O carried over to the street railways, whose President's Conference designed the PCC streetcar in the late 1930s with modern innovations: smooth, powerful acceleration and comfortable suspension. PCC cars continued to be built in America through the 1950s; in Europe, licensed designs were improved upon and constructed until fairly recently. Competitor products for the PCC were offered by the J.G. Brill Company, which became ACF-Brill; in 1994, some of that same American Car & Foundry's designs, properties and personnel were acquired by the same American Railcar Industries that Mr. Icahn owns today.

As streetcar manufacturing moves back to the United States, with American plants of Japanese and European companies recently joined by Oregon Iron Works products; and as production likewise steps up on full-size passenger trains, remember that a "stimulus" is hardly a new idea. In 1947, the United States was in recession; and 63 years ago this week:

"Young's idea is that if the American railroads would replace their Pullman and coach equipment every seven years, the resulting mass manufacturing orders would make the U.S. economy recession-proof..." (also from Life Magazine's 24 February 1947 profile of Robert R. Young.)

Now, Canada's VIA Rail has been using 50-year old streamliners from the Budd Company, which were built well enough to have lasted decades. VIA plans to use them for decades more. An inspection of passenger trains as recently as five years before "Amtrak Day" (May Day, 1971) shows U.S. railroads on their secondary trains continued to successfully use heavyweight equipment built in 1920s and 1930s before the advent of lightweight construction. Such well-built cars too lasted 40 or 50 years, being outmoded only by style, not function. So perhaps "augment" rather than "replace" every seven years would be prudent and effective, as passenger trains increasingly recover the market share vacated fifty years ago, and cater to new needs.

Amtrak can seize on the positive publicity from its successful train to Lynchburg, Virginia which has so far not required its planned state operating subsidy. This is a chance to appeal to both conservatives and progressives... yet the same Amtrak this week is threatening "to scuttle the SunRail commuter train planned for Central Florida before it picks up its first passenger." (Orlando Sentinel, 23 February 2010) The issue is liability insurance -- and surely a consistent policy on this subject is crucial -- and one hopes a constructive discussion can take place.

States like Virginia don't really care how much "profit," if any, Amtrak makes; only that state monies reserved for operating subsidies should be as small, and last as long, as possible. Any state function fulfilling its role while turning even a little of its money back to the treasury is bound to get someone excited at the State House. Several other Amtrak trains could follow the Virginia model of additional service for small increases in subsidy. Extending the Heartland Flyer south to Houston, or north to connect with service to Kansas City or even St. Louis, springs to mind.

If Amtrak, in partnership with host railroads, can thusly open the spigot for future capital outlays like upgraded tracks, signals, and stations, then the advancing avalanche which is the passenger rail renaissance will be unstoppable.


\\/
William Lindley
Scottsdale, Ariz.



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



If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to



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All other correspondence, including requests to unsubscribe should be addressed to



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Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org



URPA leadership members are available for speaking engagements.

Related articles by Zemanta

• APNewsBreak: Icahn backs passenger rail company (seattletimes.nwsource.com)
• Amtrak Plans $11 Billion of Train Equipment Purchases (Update1) (businessweek.com)

MId Jordan TRAX line Construction Update

Image by Steven Vance via Flickr

UTA Mid-Jordan TRAX Line Weekly Construction Update: March 5, 2010



*UPDATE: The Jordan River Parkway Trail closure has been postponed. The trail will be open this week, but will close beginning March 15 through March 29.



The Mid-Jordan TRAX line is a 10.6 mile light rail line that will connect the communities of Murray, Midvale, West Jordan and South Jordan with the existing Sandy/Salt Lake TRAX line. It runs from the existing TRAX line at 6400 South to approximately 7400 South, then turns west along the Bingham Branch of the Union Pacific Railroad. At 5600 West, the line turns south again and ends at the southern end of the Daybreak development. For construction purposes, the line has been segmented into five sections. The map below shows each section in a different color, beginning with Daybreak on the southwest end and ending with Cottonwood at the northeast end.

Daybreak Area

(This segment runs north through the Daybreak development to Old Bingham Highway at approximately 5600 West)



Work continues on the track and with the overhead catenary system (OCS) in preparation for the arrival of new low-floor light rail vehicles. The first station canopies will be assembled and installed this month, and paving and installation of light poles and curbing continues at the park and ride lots.


Old Bingham Area

(This segment runs parallel to the existing Union Pacific Railroad Bingham Branch line,

along the Old Bingham Highway from approximately 5600 West to the Bangerter Station, east of Bangerter Highway)

Installation of the sound wall south of Old Bingham Highway and west of Bangerter Highway is scheduled for completion this week. Crews will also be performing drainage work south of the track between 4800 W and 4000 W. Signal and electrical work also continues in this segment.


Sugar Factory Area

(This segment continues northeast along the UPRR Bingham Branch from approximately Bangerter
Highway to Gardner Village)

Track and signal work will continue from Jordan Valley Way to Redwood Road. OCS poles are scheduled to be installed from 2200 W to Redwood Road, and crews will begin construction on a sound wall between 2700 West and 2200 West.



*ACTIVITY: Sound wall construction between 2700 W and 2200 W.

TRAFFIC IMPACT: Beginning Tuesday, March 9, Sugar Factory Road will be reduced to one lane intermittently between 2700 W and 2200 W. Flaggers will be present.

Gardner Village Area

(This segment continues along the UPRR Bingham Branch northeast from Gardner Village to 700 West)

Early phases of construction on the new Jordan River Bridge continue this week. Cyclists and pedestrians using the Jordan Valley Parkway Trail will be detoured during daytime hours and the trail will be closed to all traffic from 7 p.m. to 7 a.m. daily. Track work and earth work continues at the Gardner Village Park and Ride lot this week.


Cottonwood Area

(This segment extends north from 700 West along the existing light rail alignment to its terminus at the 6400 South-

Fashion Place Station)

Earthwork continues between 7200 S and 6900 S. At UTA’s Lovendahl Yard, track work and OCS installation is moving forward.


General Information

This schedule is subject to change due to weather, materials issues, or unanticipated utility conflicts.



Access during Construction

UTA is committed to maintaining 24-hour access to all of the businesses and residences along the construction corridor. We will coordinate with businesses in cases where access may be temporarily limited.



Construction Hours

Construction is permitted to take place between 7 am to 7 pm Monday through Saturday. Additionally, specific activities may require different working hours depending upon conditions and will be coordinated with city officials.



Construction Tours

If you are interested in learning more about the construction project, please call our toll-free 24-hour hotline at (888) 550-2211.



For More Information

Information is available to assist business and residential communities as well as commuters and stakeholders.

If you have questions or comments regarding the project, please contact our toll-free 24-hour hotline at (888) 550-2211 or e-mail mid-jordanline@hwlochner.com. You can also visit the UTA Web site at www.rideuta.com/projects/midjordanlightrail.

Airport TRAX Line Construction Update

Image by Steven Vance via Flickr

Welcome!



Construction progress continues on the Airport TRAX Line. To keep business and traffic impacts to a minimum, this six-mile project has been separated into seven construction “reaches,” or segments, for management and planning purposes. The map below shows each construction reach in a different color, starting with Reach 1 in dark red by the airport and ending with Reach 7 in light green on the east end of the project.











A description of what is happening in each area is listed below. If you need further construction information, please call our toll-free 24-hour hotline at (888) 800-8854.





Reach 1



Reach Description: Reach 1 is the area that extends from Terminal One at the Salt Lake City International Airport on the side of the Airport Access Road to the surplus canal bridge just north of the Wingpointe Golf Course.



Current Construction: Crews are “potholing” or exposing utilities in this reach.



Upcoming Construction:

At the beginning of April, work is scheduled to begin on Terminal Drive, the main entrance of Airport. Lane restrictions will be in place; however, the majority of lane restrictions will take place at night.
Underground utility relocations will begin in earnest along 3700 west. We are currently meeting with the business along 3700 west.


Traffic Impacts:

Right lane restrictions along Bangerter Highway just north of the I-80 off-ramp entering the Airport are in place Monday – Friday and occasionally on Saturday.
A traffic plan is currently being drafted for the work that will take place on 3700 West. More information will be provided as we get closer to construction.




Reach 2



Reach Description: Reach 2 extends from the surplus canal bridge just north of the Wingpointe Golf Course near the Salt Lake City International Airport along Airport Access Road fence line to 2400 West.


Current Construction:

The Airport Trail shared-use tunnel at Wingpointe Golf Course is scheduled to reopen Saturday, March 6th. For more details, please read the detour listed to the right.
Work on the box culverts continues at the North and South Surplus Canals.
Work continues on extending the North Pointe Canal culvert to accommodate the TRAX train.

Reach 3



Reach Description: Reach 3 extends from 2400 West along North Temple to I-215. This is the reach where TRAX will move from the side of the road to the center of North Temple.



Current Construction: Work continues on the storm drains in Reach 3.



Upcoming Construction: Construction begins March 8th on the south side of North Temple. Crews will begin work on the curb, gutter and sidewalk in this area.



Traffic Impacts: There are currently right/left lane restrictions between the I-215 overpass and 2400 West throughout the day. As work progresses, there will be additional lane restrictions for both east and west bound traffic. Access will be maintained at all times.





Reach 4



Reach Description: Reach 4 extends from I-215 to just past Redwood Road on North Temple. TRAX will be center running in this reach and will include a station located at approximately 1950 West North Temple. Access to the many businesses and governmental organizations will be maintained.



Current Construction: Storm drain crews are beginning the first phases of work in Reach 4 by “potholing” or exposing utilities to determine tie in points. Crews are scheduled to begin relocating utilities in this area at the end of March.



Traffic Impacts: There are currently right/left lane restrictions between the I-215 overpass and 1950 West throughout the day. As work progresses, there will be additional lane restrictions for both east and west bound traffic. Access will be maintained at all times.



Reach 5



Reach Description: Reach 5 extends from just east of Redwood Road on North Temple to the Jordan River. TRAX will be center running in this reach and includes a station at 1500 West North Temple. Access to the many businesses and office complexes will be maintained.



Current Construction:

Progress continues on the Jordan River Bridge. Crews are constructing the bridge one half at a time to maintain one lane of traffic in both directions. This work is expected to take place for approximately 8-9 months.
Heavier construction is anticipated to begin throughout Reach 5 in Winter 2010.


Traffic Impacts:

Traffic management will be in place for approximately 8 months near the Jordan River Bridge. Traffic will be limited to one lane in each direction in this area.
Traffic is scheduled to flip to the newly constructed north side of the Jordan River Bridge March 20.



Reach 6



Reach Description: Reach 6 extends from the Jordan River to I-15 along North Temple. TRAX will be center running in this reach and will include two stations located at approximately 1100 West and 800 West North Temple. Access to the many businesses and the State Fairpark will be maintained.



Current Construction: Traffic management does extend into Reach 6 due to work taking place on the Jordan River Bridge. However, access is being maintained throughout this area.



Upcoming Construction: The majority of heavier construction is anticipated for this reach in late Spring 2010.



Traffic Impacts: Traffic management will be in place for approximately 9 months near the Jordan River Bridge. Traffic will be limited to one lane in each direction in this area.



Reach 7



Reach Description: Reach 7 is the area where the Airport Line will connect with the current North/South TRAX Line at the Arena Station. This reach extends from I-15 to 400 West along North Temple and turns south on 400 West proceeding to South Temple. Access to offices and the Gateway will be maintained throughout the construction project.



Current Construction:

Currently, utility work is taking place on 400 West. Work between South Temple and North Temple and is expected to last for approximately 1.5 months. This section of utility work will be completed prior to the reconstruction of the North Temple viaduct.


Upcoming Construction:

The North Temple Viaduct re-construction project will begin on April 18th of this year and last for approximately 18-months. We are currently meeting with businesses in this area and will post more information as we get closer to doing this work.


Traffic Impacts:

· Between 5 a.m. to 11 p.m. - During the 400 west utility work traffic will be limited to one lane in each direction between South Temple and North Temple between 5 a.m. to 11 p.m. Access will be maintained. Please see traffic configuration below.




· Between 11 p.m. to 5 a.m. – Traffic restrictions will be in place on 400 West at South Temple.

o Southbound traffic on 400 West will be required to make a left hand turn at South Temple;

o Northbound traffic on 400 West will be will be able to proceed through and make right hand turns at South Temple; however, u-turns will not be allowed for Northbound traffic;

o Westbound traffic on South Temple will not be allowed to turn left.

Please see the traffic configuration below.



General Information



Access during Construction

UTA is committed to maintaining 24-hour access to all of the businesses and residences along the construction corridor. We will coordinate with businesses in cases where access may be temporarily limited.



Construction Hours

Construction is permitted to take place between 7 a.m. to 7 p.m. Monday through Saturday. Additionally, specific activities may require different working hours depending upon the conditions and will be coordinated with city officials.



Construction Tours

If you are interested in learning more about the construction project, please call our toll-free 24-hour hotline at (888) 800-8854.



For More Information

Timely and helpful information is available to assist business and residential communities as well as commuters and stakeholders.



If you have questions or comments regarding the project, please contact our toll-free 24-hour hotline at (888) 800-8854 or e-mail csaley@rideuta.com. You can also visit UTA’s Web site at www.rideuta.com.

Please note that construction information provided is subject to change.

West Valley TRAX Construction Update

Image via Wikipedia

Welcome!



Construction progress continues on the West Valley TRAX Line. To keep business and traffic impacts to a minimum, this five-mile project has been separated into seven construction “reaches,” or segments, for management and planning purposes. The map below shows each construction reach in a different color, starting with Reach 1 in light green on the south end of the project and ending



A description of what is happening in each area is listed below. If you need further construction information, please call our toll-free 24-hour hotline at (888) 800-8854.


Reach Description: Reach 1 is the area along Constitution Boulevard (2700 South) from West Valley City Hall at 3600 South extending north to 3100 South. This area includes both large and small businesses, as well as many residents. Access to all businesses and residences will be maintained throughout construction.



Current Construction:

· Crews continue to work in the center of Constitution Boulevard on the overhead electric poles, placing ballast and distributing ties and rail.

· The traffic signal is now in operation at 3360 South and Constitution Boulevard.



Traffic Impacts: There currently are minor lane restrictions along Constitution Boulevard; however, access is being maintained throughout the area.





Reach 2



Reach Description: Reach 2 is the area along 3100 South from Constitution Boulevard to Decker Lake Drive. The E Center and a few other businesses are located in this reach, as well as residents on either side of 3100 South. Access will be maintained throughout construction and we will work with the E Center to coordinate our efforts so you can continue to visit the great events they have to offer. When TRAX is completed along 3100 South, it will operate on the south side of the roadway.



Current Construction:

· Work continues on the TRAX bridge approaches over I-215 on the south side of 3100 South.

· Crews are currently distributing rail and bottom ballast in this area.

· Construction is taking place along 3100 south as crews relocate utilities in this area.



Traffic Impacts: Currently there are lanes restrictions on 3100 South; however, access is being maintained throughout the area.



Reach 3



Reach Description: Reach 3 is the area along Decker Lake Drive from 3100 South to Research Way (2770 South) and running east to Redwood Road. This area includes many commercial office buildings with thousands of employees who access this area on a daily basis. We will continually work with businesses to ensure access is maintained.



Current Construction:

· Track and station work continues in the center of Decker Lake Drive.

· Underground continues along Research Way.

· We encourage motorists to please obey the posted speed limits along Decker Lake Drive.



Upcoming Construction:

· Nighttime construction continues on Redwood Road at Research Way. Although there will be lane restrictions, access will be maintained from both directions at all times. This work will be ongoing for approximately three weeks.

· Utility and road construction on northern part of Decker Lake Drive just south of Research Way – this portion of road work is scheduled to take place mid March will last about 6 weeks – access will be maintained.

· Utility and road construction on Research Way between Decker Lake Drive and Redwood Road – this portion of road work is currently under construction as crews move utilities. The remainder of this work is scheduled to take place during spring 2010 – access will be maintained.

· Redwood Road track crossing – this portion of work is scheduled to take place during spring 2010 – access will be maintained.



Traffic Impacts: Currently, there are lane restrictions along Decker Lake Drive and Research Way but access is being maintained.







Reach 4



Reach Description: Reach 4 runs through the Chesterfield residential area along 2770 South and proceeds along the Decker Lake Canal and the Crosstowne Trail. We will work with residents to ensure a safe working environment that provides access to their properties throughout construction.



Current Construction:

· Significant work has been accomplished in the Chesterfield area. Crews continue to work on the rail and other items in this area.



Traffic Impacts:

· The Crosstowne Trail along 2770 South just east of Redwood Road to the Brighton Canal has been paved but will remain closed until TRAX is completed in this area.





Reach 5



Reach Description: Reach 5 will include construction along 1070 West in the Chesterfield industrial area. This reach will include one bridge structure over the Jordan River and another over 900 West.



Current Construction:

· Trenches in this area are filled and temporarily paved for winter.

· Crews are working on the overhead wiring system in this area.

· Work continues on the Jordan River bridge and the pedestrian and bike tunnel in this area.



Traffic Impacts: As construction proceeds, there will be lane restrictions, although access will be maintained.





Reach 6



Reach Description: Reach 6 runs through the Union Pacific Railroad’s Roper Yard area. Although there are no businesses and residents, extensive coordination will take place with the Union Pacific Railroad to ensure that freight deliveries and other train travel is maintained. Reach 6 includes plans for an extensive bridging system that will enable TRAX to operate over other train traffic.



Current Construction:

· Progress continues on the TRAX bridge structures over 900 West at approximately 2200 South and also at the Union Pacific Railroad Roper Yard area.







Reach 7





Reach Description: Reach 7 is the area where the West Valley Line will connect with the current North/South TRAX Line. Construction will take place along Andy Avenue in South Salt Lake. Crews will closely coordinate activities with businesses to ensure access is maintained.



Current Construction:

· Progress continues on the TRAX bridge approaches on either side of 600 West.



Traffic Impacts: Currently there are no traffic impacts on Andy Avenue.



General Information



Access during Construction

UTA is committed to maintaining 24-hour access to all of the businesses and residences along the construction corridor. We will coordinate with businesses in cases where access may be temporarily limited.



Construction Hours

Construction on the project is permitted to take place between 7 a.m. to 7 p.m. Monday through Saturday. Additionally, specific activities may require different working hours depending upon the conditions and will be coordinated with city officials.



Construction Tours

If you are interested in learning more about the construction project, please call our toll-free 24-hour hotline at (888) 800-8854.



For More Information

Timely and helpful information is available to assist business and residential communities as well as commuters and stakeholders.



If you have further questions not answered by this report or any comments regarding the project, please contact our toll-free 24-hour hotline at (888) 800-8854 or e-mail csaley@rideuta.com. You can also visit UTA’s Web site at www.rideuta.com.

Front Runner South Construction Update

Image via Wikipedia

Greetings,



Construction is progressing on UTA’s FrontRunner South Provo to Salt Lake Commuter Rail line.

Below is the FrontRunner South construction update March 6 - 12. To learn more about the FrontRunner South project, click here.



Area 16 — Downtown Salt Lake City to 4500 South (Murray)



Construction Activity:

Fiber optic work will take place on 3300 South while crews continue to cut over a Comcast line; they will also be removing a Union Pacific signal house in the area. Between 3300 South and Central Avenue, crews will be clearing and grubbing the corridor and at the Central Avenue bridge crews will finish installing H-pile early in the week.



Traffic Impacts:

There will be a lane drop on Tuesday and Wednesday on westbound 3300 South between I-15 and 500 West for fiber optic work.



Central Avenue is closed to traffic for bridge construction; pedestrian access will be maintained. The road will remain closed until approximately June.



Salt Lake Central Station:

Station complete.



Area 15 — 4500 South (Murray) to Wasatch Street/8000 South (Midvale)



Construction Activity:

Crews will set girders for the I-215 westbound bridge on Wednesday and Thursday nights, and continue work on the northern abutment at the 7200 South bridge. They will also begin work on a retaining wall at the 7200 South bridge site.



Traffic Impacts:

Wednesday and Thursday nights there will be a full closure on I-215 westbound between 280 East and I-15 so crews can set the bridge girders. The closures will take place between 10:00 p.m. and 5:00 a.m.



Murray Station:

There are no construction activities to report.



Area 14 — Wasatch Street/8000 South (Midvale) to 14600 South (Bluffdale)



Construction Activity:

Progress continues behind Salt Lake Community College’s Miller Campus at 9800 South as crews construct a bridge that flies over the Union Pacific Railroad tracks. This is the area where FrontRunner will move from the east side to the west side of the tracks.



Work on a water line at 9400 South will begin this week and crews will continue construction on the south approach walls at the flyover bridge. Also at the flyover bridge, crews will work on the north abutment.



Between 114th and 123rd South irrigation work will continue near a private crossing, and at Corner Canyon crews will pour concrete over the geo foam and continue to place rip rap. At the Bangerter Highway bridge crews will drive H-pile for one of the piers and form and pour concrete for two of the bridge abutments. Crews will continue work on the ballast walls and shear keys at the 146th South bridge.



Traffic Impacts:

There will be a lane closure on eastbound 9400 South at the tracks Monday through Friday for utility work.



At 100th South in Sandy there will be truck traffic with flaggers on Monday and Tuesday.



At 146th South there will be truck traffic with flaggers Monday through Wednesday between the hours of 9:00 a.m. and 3:30 p.m. For your safety we ask that you please be cautious and obey the traffic flaggers at this one lane underpass.



South Jordan Station:

Lightweight fill for the flyover bridge construction is being stored at the site of the future South Jordan park and ride lot.



Draper Future Station:

There are no construction activities to report.



Area 13 — 14600 South (Bluffdale) to Thanksgiving Point (Lehi)



Construction Activity:

South of the 146th South bridge, crews will begin work on a wall, continue mass excavation and track way embankment work on the east side of the corridor, and begin irrigation relocations. An old spillway structure in the area will also be demolished.



At the Jordan River bridge crews will be placing rip rap, and at the South Jordan Canal multi plate structure crews will construct a measuring station and backfill at the structure.



Traffic Impacts:

There are currently no impacts to motorists in this area.



Area 12 — Thanksgiving Point (Lehi) to Main Street (American Fork)



Construction Activity:

Crews will be preparing for sidewalk restoration along Garden Drive. At the 2300 West bridge crews will be excavating inside the shoring cell and work will continue on the two retaining walls that will run behind the Cranberry Farms neighborhood. Crews will also continue to cut over a gas line near 2100 North.



The 2100 North bridge in Lehi will consist of two abutments on each end of the bridge and five center piers with the piers being numbered 1 through 5, for this publication, starting at the southern end of the bridge. At pier #3 crews will be forming a pier cap and at the south abutment crews will be forming the fascia. Crews will also be backfilling at pier #3 and continue installing sheet shoring at pier #4.



Between 1500 North and 1220 North crews will be installing irrigation pipe and between 900 North and 500 West crews will be working on a box culvert.



Traffic Impacts:

There will be truck traffic with flaggers at the south end of Garden Drive all week.



There will be truck traffic with flaggers on 1500 North all week.



Lehi Station:

A portion of the Lehi Station Park and Ride Lot is now open for public use. Storm drain work may take place this week at the Park and Ride Lot.



Area 11 — Main Street (American Fork) to University Parkway (Orem)



Construction Activity:

In American Fork crews will finish installing field fencing just south of the location of the American Fork Station and chain link fence between Storrs Avenue and 100 West. Between the American Fork River and 1100 South crews will stage ties.



In Vineyard crews will install bottom ballast between 6400 North and 5200 North and de-stress track between 5200 North and Geneva Road. At the 1600 North crossing crews will begin preparing for crossing upgrades to take place the week of March 15.



Traffic Impacts:

There will be truck traffic with flaggers at 1600 North in Vineyard all week.



American Fork Station:

Crews will continue work on the electrical conduits in the Park and Ride Lot.



Vineyard Future Station:

There are no construction activities to report.



Orem Station:

Crews will finish pouring concrete at the platform site and strip the forms.



Area 10 — University Parkway (Orem) to Center Street (Provo)

Construction Activity:

Significant progress has been made in Area 10 along the Union Pacific Railroad corridor between University Parkway in Orem and Freedom Boulevard in Provo. Crews have prepared a path for FrontRunner by grading and clearing the right-of-way and relocating water lines. Drainage and irrigation installations are generally complete in this area, and main line earthwork has been finalized from University Parkway to 2000 South in Orem and from the Provo River bridge to 500 West in Provo. At-grade crossing improvements have also been completed at 900 West, 700 West, 500 West and Freedom Boulevard.



In Orem between University Parkway and 2000 South, crews will work on track way excavation and embankment as well as continue to install soil nails for a wall at University Parkway.



In Provo, crews will work on track way embankment between 700 West and 600 West, track way excavation between 600 West and Freedom Boulevard, and clear and grub the corridor south of University Avenue. Also south of University Avenue crews will be installing shoring for a crash wall.



Signal cutovers will continue at the 900 West, 700 West, 500 West and Freedom Boulevard crossings.



Traffic Impacts:

There will be truck traffic with flaggers at the 900 West, 700 West, 500 West and Freedom Boulevard crossings in Provo all week.



Provo Station:

Crews will strip concrete forms at the station site this week.

Thanks again for your interest in the FrontRunner South project. If you have construction-related questions,
please call our 24-hour construction hotline at 1-888-800-8854

Another Attack of the NIMBY's

Image via Wikipedia

To no one's surprise, the NIMBY's are coming out of the wood work at the public hearings about the proposed Davis County Streetcar. They are claiming that their children will be put into danger because of the presence of the streetcar on Main Street in Centerville.

Now lets remember that these are the same people who fought so hard for the Legacy Highway but we must also remember that they Legacy Highway was not in THEIR neighborhood.

Some of their complaints remind me of some of the BS that was spouted before TRAX opened up. I remember that their was one business on State Street by the Midvale TRAX station that put up a sign saying light rail kills children. While I am big supporter of small businesses clearly this person was ignorant.

Its amazing that these are some of the same people who also tell everyone that they should take personal responsibility. Apparently personal responsibility doesn't apply to something that you are against. After all, I don't recall a TRAX train ever, ever, ever running off the tracks to run down someone in cold blood. Am I wrong? Maybe if Steven King made a movie about it but not in reality.

What is even more ironic is that the streetcar will be traveling down a major street that is also a state highway. Traffic speeds by in the neighborhood over the speed limit with many drivers not paying attention to anything but their cell phone.

This Week In Amtrak

This Week at Amtrak; February 10, 2010



A weekly digest of events, opinions, and forecasts from



United Rail Passenger Alliance, Inc.

America’s foremost passenger rail policy institute



1526 University Boulevard, West, PMB 203 • Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739, Electronic Mail info@unitedrail.org • http://www.unitedrail.org





Volume 7, Number 5



Founded over three decades ago in 1976, URPA is a nationally known policy institute which focuses on solutions and plans for passenger rail systems in North America. Headquartered in Jacksonville, Florida, URPA has professional associates in Minnesota, California, Arizona, New Mexico, the District of Columbia, Texas, New York, and other cities. For more detailed information, along with a variety of position papers and other documents, visit the URPA web site at http://www.unitedrail.org.



URPA is not a membership organization, and does not accept funding from any outside sources.



1) This is my final issue of This Week at Amtrak as principal writer, editor, and publisher. Starting with the next issue, William Lindley of Scottsdale, Arizona will take over those chores. I will be contributing occasional articles on various subjects. Mr. Lindley is a longtime United Rail Passenger Alliance professional member, and a former President of the Arizona Rail Passenger Association. He is a man with a high sense of ethics and purpose.



It has been a true delight to produce over one million words about Amtrak and passenger rail in North America writing TWA the past seven years. Throughout these years, many of you have been kind enough to send messages and replies about the various columns, many complimentary, many in angst. Each and every message, no matter the content, meant someone was reading TWA, and was passionate enough about what they read to produce a response. Thank you to everyone who took time to read TWA, and especially to those who took time to reply.



Most of you are familiar with Mr. Lindley’s writings in this space; he will be a clear, and much more concise voice on the issues of passenger rail – including and beyond Amtrak – as our country moves back into an era when passenger rail is not only fashionable, but realistic.



Mr. Lindley’s views of written communiques differ from mine; he believes in shorter messages with a lot of punch. No one has ever accused me of having an economy with words; “verbose” is a term often coming to mind regarding my writings.



I have assumed some new responsibilities with exciting projects which will bring me in conflict with continuing TWA from my keyboard. You will be hearing more about those projects at a later date.



Amtrak last week delivered a 99 page report on the present and future status of its fleet. This space has long agitated for a plan, and one has been put on the table. The hope is this plan is just a faint beginning, and a recognition of passenger rail’s place in the future of surface transportation in this country.



For much of the past decade for various reasons, the Amtrak Board of Directors has not been fully populated. As of today, there is only one vacant board seat, and hopefully that will soon be filled. The Amtrak board has seen many stars in the past such as David Laney, the late Paul Weyrich, and current Governor of Mississippi Haley Barbour. Here’s hoping the new board will be as serious about a vital Amtrak as those board members were, and the new board will attempt to accomplish what was accomplished by those stars.



My e-mail and mailing addresses will all remain the same. All subscription matters will be moved over to Mr. Lindley soon. Please, don’t stop those cards and letters coming just because I will no longer be writing on a regular basis. Each new one with your thoughts will be welcome.



Thanks for reading This Week at Amtrak, and thanks for caring about the future of passenger trains in North America.



Mr. Lindley, it’s your turn, now.







If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to



freetwa@unitedrail.org



You MUST include your name, preferred e-mail address, and city and state where you live. If you have filters or firewalls placed on your Internet connection, set your e-mail to receive incoming mail from twa@unitedrail.org; we are unable to go through any approvals processes for individuals. This mailing list is kept strictly confidential and is not shared or used for any purposes other than distribution of This Week at Amtrak or related URPA materials.



All other correspondence, including requests to unsubscribe should be addressed to



brucerichardson@unitedrail.org



Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.



URPA leadership members are available for speaking engagements.



J. Bruce Richardson

President

United Rail Passenger Alliance, Inc.

1526 University Boulevard, West, PMB 203

Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739

brucerichardson@unitedrail.org

http://www.unitedrail.org

This Week In Amtrak

Image via Wikipedia

This Week at Amtrak; January 28, 2010



A weekly digest of events, opinions, and forecasts from



United Rail Passenger Alliance, Inc.

America’s foremost passenger rail policy institute



1526 University Boulevard, West, PMB 203 • Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739, Electronic Mail info@unitedrail.org • http://www.unitedrail.org





Volume 7, Number 4



Founded over three decades ago in 1976, URPA is a nationally known policy institute which focuses on solutions and plans for passenger rail systems in North America. Headquartered in Jacksonville, Florida, URPA has professional associates in Minnesota, California, Arizona, New Mexico, the District of Columbia, Texas, New York, and other cities. For more detailed information, along with a variety of position papers and other documents, visit the URPA web site at http://www.unitedrail.org.



URPA is not a membership organization, and does not accept funding from any outside sources.



1) To the surprise of no one, when political decisions are made, those decisions are not always based in reality. Today’s announcement from the White House on how the $8 billion pie for high speed rail is being carved up can be viewed as nothing more than a string of political decisions, but, with some good results.



Every region of the country gets a piece of the pie, but, surprisingly and, with a certain note of disappointment, the Chicago area received a rather small portion. Billions are needed to untangle the web of rail lines in and out of Chicago to make both passenger and freight trains move smoother and quicker. Illinois received only $1,102,000,000 for upgrading a line between Chicago and St. Louis. Minneapolis-Milwaukee-Chicago got another chunk of money – $823,000,000 – but not much of the money actually goes into Chicago-based infrastructure. On the east side of Chicago, the Chicago-Detroit line got $244,000,000 for stations and some signaling and infrastructure improvements.



Never really addressed were the core problems directly in and around Chicago, the nation’s largest rail hub.



Here in Florida, we received $1,250,000,000 which proves the point you shouldn’t look a gift high speed rail system in the mouth, but you really have to figure out how to feed it. Florida’s share of the spoils will pay for a hair less than half of the cost of building the redundant Orlando-Tampa high speed rail system, which the voters of Florida rejected in 2004 as too expensive.



So, now, the feds have given us half of the cost of the system, and we have to come up with a matching amount. The problem is, the State of Florida is pretty well broke, and we are a state with exceptionally high unemployment, an exceptionally high amount of home foreclosures, and a nearly stagnant tourism economy. We may have billions in federal monies coming, but it’s anybody’s guess if the Florida legislature and Governor Charlie Crist can find the matching funds. If it would have been a typical federal/state partnership of 80/20, most likely $500,000,000 could have been found by scrounging through various state capital budgets for a number of programs. But, with a 50/50 match, it’s not a lock Florida can find the money.



Some money was awarded to the Commonwealth of Virginia and the State of North Carolina for track and infrastructure upgrades, as well as rolling stock purchases, totaling $620,000,000. Political language can be found in the award, such as “doubling the number of frequencies between Charlotte, North Carolina and Raleigh, North Carolina.” Well, gee, yes, that’s a true statement, but we’re only talking about from two frequencies to four frequencies, hardly an Interstate highway-clearing endeavor.



A fascinatingly small amount of money went to the Northeast; only a total of $485,000,000, which includes some work on the Northeast Corridor.



California received the largest prize, totaling $2,344,000,000, which not only goes to the proposed new California high speed route, but also includes monies for the Pacific Surfliners, the Capitol corridor trains, and others areas, specifically for pollution mitigation. Considering the cost of California’s new high speed system is going to be north of $40,000,000,000, California isn’t going to be getting much federal help from this go-round.



2) What will the $8 billion do specifically for Amtrak? Actually, Amtrak will benefit nicely from a number of these projects, mostly in the form of enhanced track and infrastructure, which will improve running times, eliminate a lot of railroad congestion, add some new station buildings (something Amtrak pretty desperately needs in a lot of cities), and boost rolling stock.



3) A lot of fuss was made during the announcement about how all of this is a “down payment” for the beginning of high speed rail, and we should be happy for all of the jobs these few dollars (in Washington terms, not in real world terms) will create. Comparisons were made to the early days of the Eisenhower Interstate Highway system, and we can look to a future of high speed rail rivaling today’s Interstate highways.



Some very reasonable arguments were made (which were not political arguments, so therefore ignored) that perhaps one high speed system – as a demonstration project – should have been selected and completely built to prove the wonderfulness of high speed rail. Not a bad idea; however, political realities said as much money as possible should be spread around to political swing states which will benefit incumbents at the expense of reality.



4) Of interest to many of us are the dozens and billions of dollars worth of projects which didn’t receive funding. Will those projects remain viable for future funding? Will some other source of funding be found for the best of those projects?

We know the White House has proposed a funding level freeze for three years for all non-defense and non-entitlement programs in Washington. This freeze includes the Department of Transportation. Since Amtrak received a high amount of funding in the current fiscal year budget, life will be good for Amtrak if current levels are maintained.



But, what about these new projects? Will an annual infusion of $1 billion be enough to keep these programs going, especially in California?



Take a look at one specific, unfunded project here in Florida; a favorite of many.



Amtrak and the Florida Department of Transportation proposed a request for $268 million – using the old, true metaphor of about the same or lower cost than an urban Interstate interchange – for restoring service on Florida’s original tourist passenger line and first real economic engine, the Florida East Coast Railway.



We lost primary passenger service on the FEC when the unions ferociously struck the railroad in 1963. All of the “name” Florida passenger trains from the Midwest and originating on the Atlantic Coast Line Railroad were moved off the FEC at Jacksonville and picked up the old Seaboard Air Line Railroad route at Auburndale, Florida into West Palm Beach, Fort Lauderdale, and Miami.



For $268 million, service would be restored on the FEC between Jacksonville and West Palm Beach, returning passenger trains to major tourist destinations such as St. Augustine, Daytona Beach, the Cape Canaveral area, and the coast just above Palm Beach. Included in the cost of restoration were eight stations, upgrading the FEC for 90 M.P.H. running, a track connection between the FEC and the Tri-Rail line at West Palm Beach which Amtrak uses, upgrades to the proposed Miami Intermodal Center, and additional rolling stock for regional frequencies in addition to splitting the Silver Meteor and Silver Star in Jacksonville and sending half of the train to Miami via the FEC and the other half via Orlando.



The proposal was a great, inexpensive deal for Florida, and, beyond Amtrak, would have benefitted the future of Tri-Rail by building the connecting track between the FEC and Tri-Rail’s track for future Tri-Rail expansion up and down the FEC to both the north and south of West Palm Beach.



What will happen now to this project? If Florida has to pony up $1.25 billion to build the high speed rail between Orlando and Tampa (which will provide redundant service to existing Amtrak service), will there be any money for new service on the FEC? It’s doubtful the proposed Orlando-Tampa high speed line will bring any additional visitors to Florida, but the FEC line has the potential of adding eight new highly desirable tourist destinations to the Amtrak system, as well as dramatically cutting the travel time between Jacksonville and Miami.



Most likely, it’s the same story all over the country. Political decisions were made to carve up the $8 billion, but what are the immediate results and consequences? Perhaps it would have been better to designate $1 billion to the Orlando-Tampa line, and almost fully fund the FEC project? Inquiring minds want to know.







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J. Bruce Richardson

President

United Rail Passenger Alliance, Inc.

1526 University Boulevard, West, PMB 203

Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739

brucerichardson@unitedrail.org

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