Amtrak will provide modified Northeast Regional service between Boston and New Haven, Conn., and between Newark, N.J., and points south, on Thursday, November 1. Amtrak will also operate Shuttle service trains between Springfield, Mass., and New Haven, Keystone Service trains between Harrisburg, Penn., and Philadelphia, and Downeaster service trains between Boston and Portland, Maine, along with additional overnight services to and from the Northeast.
Amtrak is continuing to remove water from tunnels in order to make repairs to track, signal and power systems under the Hudson and East rivers and to restore service to and from Penn Station in New York City. Amtrak is planning to operate modified service to and from New York City on Friday, November 2, with schedules to be announced on Thursday, November 1.
In the meantime, there will be no Northeast Regional service between Newark and New Haven and no Acela Express service for the length of the Northeast Corridor on Thursday, November 1.
Tag Archives | Northeast Corridor
The Federal Railroad Adminstration (FRA) is running a planning program dubbed NEC Future to determine the future path of rail development in the Northeast Corridor running from Boston to Washington. Greater City Providence reader Peter Brassard submitted the following comments to the FRA in response to the study’s request for public comment.
- Construct a T.F. Green Airport Amtrak Station
- NEC High Speed Rail (HSR) bypass between East Haven and Westerly
- Reserve the option to construct a four-track NEC corridor in Rhode Island and Eastern Connecticut, as well as between Providence and Westwood
- Develop Providence to Cape Cod Rail Service using an existing corridor
- Develop Providence/Fall River/New Bedford interstate LRT
- Develop Providence to Worcester Commuter Rail Service
- New England track electrification and use of DMUs and EMUs
- Add multiple infill train stations within Providence’s urban core cities
- Develop Rhode Island Mainline Rail Transit
- Extend Train Service to Aquidneck Island
- New York to New Jersey – Penn Station New York to the Portal Bridge
- Penn Station New York to Grand Central connecting rail tunnel
- Extend the New York #7 Subway line to Hoboken Terminal
- Boston South Station to North Station connecting rail tunnel
1. Construct a T.F. Green Airport Amtrak Station
The study should include planning for a T.F. Green Airport Amtrak Station. Amtrak Regional service, as well as MBTA commuter trains could serve the station. Service models for this station would be the BWI Airport Station in Baltimore and Newark Airport Station in New Jersey.
2. NEC High Speed Rail (HSR) bypass between East Haven and Westerly
Study a HSR bypass option that would link the existing NEC between East Haven and Westerly following the routes I-95 and RI-78 corridor. This bypass would avoid excessively curved sections of eastern Connecticut’s legacy rail right-of-way, which would allow for significantly higher speeds for HSR service. This option could be a cost effective alternative to constructing a second completely new Southern New England HSR corridor from Westchester County through central Connecticut to Hartford and to Providence. There could be an opportunity to combine funding for a rail bypass and upgrading and increasing capacity to route I-95 simultaneously.
3. Reserve the option to construct a four-track corridor in Rhode Island and Connecticut, as well as between Providence and Westwood
Amtrak has proposed creating a four-track rail corridor between Providence to Westwood. Other sections of Rhode Island’s NEC rail segment south of Providence had the corridor width to accommodate four tracks. Also many bridges had been designed to allow for four tracks throughout the state. When the New Haven to Boston NEC segment was electrified in the 1990s, replacement tracks were installed off-center in much of Rhode Island to allow for the tilting feature on Acela trains.
Develop an alternate that would reserve the option to re-build Rhode Island’s NEC rail segment south of Providence Station to four-tracks and if a HSR bypass is not planned for or constructed between East Haven and Westerly in Eastern Connecticut, to accommodate for future expanded track usage of high-speed and regional trains, commuter rail/mass-transit, and freight service. A Rhode Island four-track corridor would typically only require the acquisition of narrow strips of land adjacent to the existing corridor to meet current standards for high-speed track centers, while in other instances no land acquisition would be necessary.
Even if four tracks are not built in Rhode Island or Connecticut for decades, planning for a their future installation would insure that other federal and state funds will not be wasted when infrastructure, such as bridges are constructed or replaced over the NEC. With the current offcenter track configuration in Rhode Island, off-center abutments or column placements for new bridges could make future track expansion problematic and unnecessarily expensive.
4. Develop Providence to Cape Cod Rail Service using an existing corridor
Develop year-round rail service from Cape Cod to Providence, T.F. Green Airport, and beyond to New York. Service could be provided by Amtrak or alternately by a commuter rail agency from Cape Cod to Providence and T.F. Green with connections to Amtrak. Study the reuse of the existing rail right-of-way from Providence to Attleboro to Cape Cod.
Federal Railroad Administration is running a planning program of future needs along the Northeast Corridor rail system and encourages public input:
Welcome to NEC FUTURE, a comprehensive planning effort to define, evaluate and prioritize future investments in the Northeast Corridor (NEC), launched by the Federal Railroad Administration (FRA) in February 2012. FRA’s work will include new ideas and approaches to grow the region’s intercity, commuter and freight rail services and the completion of an environmental evaluation of proposed transportation alternatives.
The NEC, the rail transportation spine of the Northeast region, is a key component of the region’s transportation system and vital to its sustained economic growth. Today, the 457-mile NEC—anchored by Boston’s South Station in the north, New York’s Pennsylvania Station in the center, and Washington’s Union Station in the south—is one of the most heavily traveled rail corridors in the world.
Visit NEC Future to submit your comments.
See also: ProJo: Agency explores methods to expand rail service to D.C.
→ The Transport Politic: As the U.S. Presidential Election Begins in Earnest, a Study in Contrasts
What is obvious is that Mr. Ryan has a dramatically different view of the role of government than President Obama; indeed, his perspective on that which Washington should be concerned is a deep expression of the conservative movement’s success in pushing the GOP to the right.
In matters of transportation, this attitude would steadily decrease the role of the federal government in sponsoring infrastructure projects, especially those that cannot be sponsored entirely through user fees. It would discourage the consideration of negative externalities, such as pollution and congestion, in deciding what subsidies should be provided for alternative transportation — because its political ideology opposes government subsidies altogether. It would dismantle enforcement of federal environmental regulations, especially those that recognise climate change, and encourage the privatization of public services such as transit systems or parking meters. These are the very tangible implications of a Romney-Ryan presidency.
→ The Wall Street Journal: Streetcar Plans Plow Ahead
Proponents say the streetcars would boost economic growth and catch the fancy of younger generations.
“Kansas City’s downtown has bled jobs, people and buildings for decades,” said David Johnson, a 38-year-old engineer and co-founder of Streetcar Neighbors, a residents group that advocates for streetcars in that city. “We’re trying to reinvigorate the downtown.”
But others see a waste of tax dollars on projects that, they say, offer little more than a way to move downtown workers from their offices to lunch.
Continue Reading →
→ The New York Times: Commuters Pedal to Work on Their Very Own Superhighway
Picture 11 miles of smoothly paved bike path meandering through the countryside. Largely uninterrupted by roads or intersections, it passes fields, backyards, chirping birds, a lake, some ducks and, at every mile, an air pump.
For some Danes, this is the morning commute.
→ Pedestrian Observations: Northeast Corridor HSR, 90% Cheaper
Amtrak’s latest Next-Generation High-Speed Rail plan is now up to $151 billion, from a prior cost of $117 billion. This is partially a small cost escalation, but mostly including Master Plan upgrades to the legacy line. Per kilometer of route length, this means the project has now crossed the $200 million/km mark, a higher cost than 60%-underground Chuo Shinkansen maglev. The primary cause of the high cost of Amtrak’s project is the heavy amount of deep-cavern urban tunneling: nearly a tenth of the cost is the Gateway Tunnel, a rebranded bundling of ARC into the project, and a similar amount is a similar project in Philadelphia. At least this time they’re serving Rhode Island with a stop in or near Providence rather than Woonsocket.
Continue Reading →
If you’re on Twitter or Facebook and live in Providence, then you’ve seen this story posted a thousand times already today, if you’re not, then here you go:
→ The New York Times: 36 Hours in Providence, R.I.
Providence’s grit and obscurity make it easy to underestimate. On the verge of bankruptcy, with a former mayor who served four years in federal prison for racketeering conspiracy, the capital of the country’s smallest state has something of an image problem. But like Portland, Ore., or Austin, Tex., it’s also a town many times more creative and cosmopolitan than its modest population and municipal troubles suggest. Home to an Ivy League college, one of the best design schools in the country and a major culinary institute, Providence, unsurprisingly, has exceptional food, compelling art and architecture, a thriving gay scene and an inordinate number of very smart people. Yet the city remains unpretentious and affordable, a place where even the best restaurants rarely demand reservations.
→ Boston Society of Architects: Why punish Rhode Island?
…the [Boston-Providence] corridor has remained overshadowed, particularly after a few recent academic and professional Boston–Washington (Bos-Wash) rail concepts that shift the primary rail corridor between Boston and Washington westward, away from Providence and southern Rhode Island. The shift would reward regions and states, such as Connecticut, that have pursued a suburban auto-centric approach well into the 21st century. In turn, the process punishes Rhode Island after 15 years of rail-oriented advancement and three major breakthroughs…
See also: Fast Lane: High speed rail: right here, right now
Continue Reading →
→ Little. Yellow. Dangerous. “Children at Play” signs imperil our kids. [Slate]
There are several reasons engineers don’t like the signs. The first, and most simple, is that if you are driving in an area where children are actually playing, you will, it is hoped, notice them before you notice a sign warning you of them. Or, more to the point, that you will have noticed that you are driving in an area (say, a residential street) where there are likely to be children about. “I find it amazing that people think that a 30-in X 30-in square sign (that is only a little less than 6.25 square feet of sheeting material when you make the corners rounded) will make a difference in driver behavior,” one engineer complained on an Internet forum. “If the driver does not notice the characteristics of a neighborhood as they drive down the street, why would they notice a sign as they pass it, or remember it for more than a few seconds once they have passed it.”
The physical make-up of the street, more than anything, influences how motorists drive. A street built for slow traffic will result in slow traffic.
→ In Defense of the Corner Market [Next American City]
The argument about food deserts seems to be premised on the assumption that supermarkets – suburban-style, big-box, corporate chain stores with plenty o’ parking – are inherently superior to walkable, family owned food markets that serve low-income populations. The media portrays these corner markets as liquor stores or “discount” stores carrying little fresh produce and lots of Hostess cupcakes.
While there is certainly a class of convenience store that lacks healthy food options, many analyses have completely ignored the presence of small, family-owned food markets and their important role in feeding urban populations.
Continue Reading →
→ The TransportPolitic: Making Sense of Amtrak’s Vision for the Northeast
Let it be known: Amtrak’s focus is on the Northeast Corridor. While Congress may require it to provide long-distance, cross-country services, the public company owns most of the rail corridor between Boston and Washington and it intends to exploit it fully… If it gathers sufficient resources to do so.
→ Planetizen: More Vehicles Than People
Historic Massachusetts towns have reached a new milestone — the number of vehicles on the road have outnumbered the population of people. Ann Sussman looks at this “demographic” shift, and what it means for people living in the shadow of Emerson and Thoreau.
→ Should high-speed rail focus on the northeast? [2nd Ave. Sagas]
During [New York City Mayor Michael Bloomberg's] testimony last week, the mayor criticized the government’s current investment plan. With projects in Florida, California and the Midwest garnering headlines, the Northeast Corridor has taken a backseat in Washington with only one percent of federal HSR funds coming our way. “That simply just doesn’t make any sense,” he said. “What we need is a new approach to spending transportation money Ã¢â‚¬â€ one that is not dictated by politics, but based on economics.”
This area is in fact the biggest economic hub in the country, and without a solution to the congestion and transportation crisis, the U.S. economy could begin to feel a strain. As Crain’s New York noted, “The northeast corridor is an ideal place to invest in high-speed rail because its 50 million residents produce 20% of the nation’s gross domestic product.”
→ Could Bess Eaton doughnuts be coming back? [The Day of New London]
The Canadian-based [Tim] Hortons closed the former Bess Eatons around here in November, and most of them remain shuttered, fanning rumors that a revival is brewing.
[Bess Eaton found Paul] Gencarelli [of Westerly] said he understands that a group of investors in town has purchased the rights to the Bess Eaton name, and all the proprietary formulas, etc., and is planning to re-open sometime soon.
→ Planetizen DVD, “The Story of Sprawl” [Planetizen]
This 2-disc set is an unprecedented visual document of how sprawl happened, told through a series of historic films ranging from 1939’s The City, created by famed planner Lewis Mumford, to No Time For Ugliness from 1965, produced by the American Institute of Architects.
→ How Lighter, Quicker, Cheaper Interventions Can Catalyze City-Wide Renewal [Project for Public Spaces]
Place-by-place interventions are emerging as a powerful way to create new life for an entire district, especially in cities where great economic hardship encourages innovation and entrepreneurship.
→ Yes, we do need to build more…. [Cap'n Transit Rides Again]
Last week, the Urbanophile posted an article called “Yes, we Do Need to Build More Roads.” He expected that a lot of people wouldn’t like it, and that he would come under a hail of criticism. I didn’t really see this hail materialize, but hey, I didn’t like the piece, and I’m ready to add my criticism.
→ In sprawling suburb, car drive you [Greater Greater Washington]
While last Wednesday’s hyped “thundersnow” underdelivered on the snow, it certainly didn’t in the chaos department. Storms like these highlight the benefits of compact urban development while underscoring the weaknesses of sprawling suburbia.
Residents of Washington’s outer suburbs struggled Wednesday night with horrendous traffic on the city’s commuter routes. At the same time, many DC residents were enjoying happy hours, snowball fights and otherwise carrying on with their lives. By the time people in the central city were fast asleep, many suburbanites were still fighting to get home.
Shameless Plug: Please feel free to nominate us as Best Blog in the Phoenix’s Best of 2011. You could also ask your friends, your mom, and your cat to nominate us if you like.
→ Mass. buys more South Coast rail tracks [PBN]
Gov. Patrick pledges to have rail service running between New Bedford/Fall River and Boston by 2016.
→ Northeast Corridor High Speed Intercity Passenger Rail Planning
Eleven Northeast states from Maine to Maryland, with close support from Amtrak and the Coalition of Northeastern Governors (CONEG), submitted a multi-state proposal requesting that the Federal Railroad Administration (FRA) lead a planning effort to further define the role that intercity and high-speed passenger rail can play in helping improve the region’s transportation network, expand capacity, relieve highway and aviation congestion, and stimulate sustainable economic growth along the Northeast Corridor (NEC).
→ Spotlight on the World Cup: Transit in Durban and Pretoria [The City Fix]
→ New report shows biking and walking gains [The Fast Lane Blog]
→ What Would It Take to Fully Invest in the Northeast Corridor? [The Transport Politic]
Acela’s current top speed is 150mph over a short portion of the Northeast Corridor (through parts of Rhode Island and Massachusetts). Amtrak’s goal is to raise the top speed in the corridor to 220mph.
Amtrak’s renewed dedication to high speed rail coincides with interest by foreign rail companies to run new lines in the U.S.
This new effort represents a serious upgrade in Amtrak’s thinking about the potential for the 457-mile Northeast Corridor. As recently as October 2009, the company laid out a $10 billion plan that would do little more than decrease travel times between Washington and Boston to 5h30, down from about 6h30 today. Chinese trains travel the 601 miles between Wuhan and Guangzhou in just three hours.