» May - June 2009 Newsletter

Empire
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THE ESPA EXPRESS

NEWSLETTER OF THE
EMPIRE STATE PASSENGERS ASSOCIATION

The following is a summary of our association’s bi-monthly newsletter.
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May - June 2009

Vol. 33, No. 3

NOTE: This page is experiencing a programing error. The word ‘from’ has been deleted out of the following text and ___ has been substituted. Sorry!

The View from the Cab

Realism is a very good thing…

In my last column I highlighted the seemingly unbelievable turn of events which have occurred over the past several months. But now that the initial euphoria has sunk in, it’s time to focus on the reality of what is possible, practical and achievable as our goal of high-speed rail advances…

In the past two months I have spent countless hours talking with members of the media and various business and elected officials. For many of these folks and for the average citizen, the words ‘High Speed Rail’ conjure up visions of French-style TGV’s and Japanese Buffet trains, racing across the state at speeds approaching 200mph, leading to uninformed headlines and news reports of future train trips between Buffalo and Albany taking only 2 hours or less. I think we can all agree that such dreams are just that, dreams, at least during any of our lifetimes. The reasons for this are many, not the least of which is the likely decades-long effort required to obtain the property necessary for the new right-of-way such a true high-speed line would need.

The clear message I have conveyed in all my conversations has been the need for incremental improvements to the existing lines, with the near-term (within 5 years) goal of running trains at up to 110 mph along the current routes. As I have also noted, even when we do attain this goal (and I do believe we will), there will still be much of the Corridor at far lower speeds, simply based on curves and other geographic restrictions.

As ESPA has argued for many years, overall trip time is a far more important measure than top running speed. At an average speed of close to 90mph (which assumes long segments of 110mph on a new third track) it is estimated that the Buffalo to Albany trip time could be reduced by more then an hour, bringing total trip time close to three hours forty-five minutes (from Depew).

I am very pleased that through our efforts and those of other practicality oriented groups (including NYSDOT), the incremental improvement message has been clearly heard by the movers and shakers leading the high-speed rail initiative, both in Washington and in Albany, and I believe we are generally on the ‘same track’ (pun intended!), as we jointly move forward to plan for realistic accomplishments in the coming years…

I see ESPA’s primary roles in the coming years to include:
o Being an educational resource for the public on the incremental improvement approach strategy.
o Representing the interests of current and future passengers, to ensure that planning stays focused on their need for fast, reliable, economical and comfortable rail service.

To address the first point, we will soon be adding a new section on our web site, http://www.esparail.org, containing information on pertinent Empire Corridor Rail Facts and the definitions/ explanations of commonly used rail terms (i.e. What is an Interlocking?, etc.).

As always, I welcome your comments, critiques and suggestions, on how ESPA can better attain our goals of improved passenger rail service in New York State. Don’t hesitate to contact me at anytime.

Bruce B. Becker, President

President Obama Unveils High-Speed Plan...

On April 16th, President Obama unveiled his ‘Vision for High-Speed Rail in American’ in a highly publicized event in Washington. Flanked by Vice-President Biden and Secretary of Transportation Ray LaHood, the President articulated his strategic transportation goals, focused on the development of high-speed intercity rail corridors in the 100 - 600 mile range.

The twenty-page vision plan, developed by USDOT and released at the event, outlines the three funding ‘tracks’ that are being be pursued for the allocation of the $8.0 billion in ARRA federal funding. In addition, the plan specifies the 10 designated High-Speed Rail Corridors (including the Empire Corridor) which will be eligible to compete for these funds.

In recognition that the states (or groups of states) will be actually responsible for the future rail expenditures and that some states are much further ahead in planning than others, the report details the three ‘tracks’ as follows:
o Projects: Provide grants to complete individual projects that are “ready to go” with preliminary engineering and environmental work completed.
o Corridor programs: Enter into cooperative agreements to develop entire phases or geographic sections of corridor programs that have completed corridor plans and environmental documentation, and have a prioritized list of projects to meet the corridor objectives; this approach would involve additional federal oversight and support.
o Planning: Enter into cooperative agreements for planning activities using non-ARRA appropriations funds, in order to create the corridor program and project pipeline needed to fully develop a high-speed rail network.

The plan also details logistics for awarding the initial grants from USDOT and the FRA according to the following timetable:
o By June 17th, the USDOT and FRA will issue final guidance to the states as to how applications will be accepted and considered.
o The states (or groups of states) have up to August 1st to complete and submit their applications based on the guidance and procedures provided.
o The first round of grants is to be announced for project and planning funding by September 30th. The first corridor program grants are to be announced by the end of November. The second round of applications and grants for all three ‘tracks’ will occur in 2010.

In addition to these specifics, the plan also discusses the concurrent work that will be occurring to develop a first-ever National Rail Plan. To be spearheaded by Karen Rae at FRA, this effort will include a series of public outreach sessions (very similar to last summer’s sessions held here in New York State) across the nation. A draft of the plan is to be completed by mid-fall, with a final version to be adopted in 2010.

The full ‘Vision’ report is available through a link on our web site.

Bruce B. Becker

Amtrak Gets $1.3 Bil. from Stimulus Funds...

Amtrak will receive $1.3 billion in funding from the American Recovery and Reinvestment Act (ARRA) roughly doubling the size of the passenger rail company’s capital program over the next two years. Under the terms of the ARRA legislation signed February 17th, $850 million will be allocated to rebuild and modernize infrastructure and equipment and another $450 million allocated for security and life safety projects.

Major projects to be undertaken with stimulus funding are:

Restoration of railcars and locomotives. Amtrak shops in Beech Grove, Ind. will rebuild 20 out-of-service Superliner cars and one Viewliner car ($19.3 million) as well as 15 P-40 locomotives ($13 million). The Bear, Del. Shops will rebuild 60 out-of-service Amfleet cars ($58.8). It is expected that the return of sidelined equipment will alleviate capacity constraints on heavily-traveled trains and provide equipment for new state-supported Amtrak service.

Amtrak-owned bridges, track and facilities: The largest single Amtrak project will be the replacement of the movable bridge over the Niantic River on the Northeast Corridor in Connecticut ($105 million). The replacement of this decaying 102 year old bridge will improve travel times on the Boston to New York line. Ten other bridge renewal projects in Delaware, Pennsylvania, Connecticut and New York will improve Northeast Corridor travel ($65 million). New York’s Pelham Bay Bridge will receive $10 million in repairs and another $5 million will be used on the famous Bronx Hellgate Bridge. The Northeast Corridor electric power problems will be addressed through rehabilitation of 80 year old rotary electric converters powering the corridor south of New York City ($63 million).

Construction of a maintenance facility in Los Angeles ($25 million) and Seattle ($35 million) and improvements to Chicago facilities ($47.5 million) and the Miami maintenance facility ($25 million) are also scheduled for ARRA funding. New York’s Sunnyside Yard will realize just over $8 million in improvements to platforms, lighting, roofs and the commissary facility.

Station improvements: Stimulus funding will enable a $21 million for restoration of the century old Wilmington, Delaware station and construction of a new station for the Auto Train in Sanford, Florida ($10.5 million). More than 200 stations in 40 states will receive needed upgrades and improve accessibility for disabled persons. New York stations slated for ADA improvements include: Amsterdam, Buffalo-Depew, Fort Edward-Glens Falls, Plattsburgh, Port Henry, Port Kent, Rouses Point, Ticonderoga, Westport and Whitehall.

Anthony Rudmann

Frequent Empire Schedule Changes Coming This Summer… Corridor Trains Not in National Timetable...

With track-work season now in high gear, passengers on Empire Corridor trains will have to carefully monitor their train’s departure and arrival times, as schedules will change several times during the coming months.

All Corridor schedules changed on April 5th, which coincided with the start of a major concrete tie replacement program by Metro North RR between Croton and Poughkeepsie. Also, on April 5th, the Lake Shore’s eastbound schedule was advanced by one hour across the state.

May 1st saw the Maple Leaf’s schedule change and on May 4th the Adirondack’s schedule was revised. The next changes are planned for July 12th, when Corridor schedules will again be revised upon completion of the Metro North projects.

It is yet unclear whether CSX plans any significant projects that might cause adjustments for trains running west of Albany.

Amtrak’s National Schedules change on May 11, but due to these frequent changes (and many others on the Northeast Corridor and Keystone Services) timetables for these routes are not being published in the new national schedule book.

A traveler’s best bet is to access the schedules for each individual route via Amtrak’s web site.

In addition, the ‘Passenger Information’ section of ESPA’s web site, http://www.esparail.org, will have direct links to each current schedule.

Bruce B. Becker

Joe Boardman Speaks at Cazenovia College...

Amtrak President/CEO Joe Boardman was the keynote speaker at an April 17th Smart Growth Energy Symposium sponsored by Cazenovia College (located south of Syracuse).

Joe Boardman Speaks To Group

ESPA was well represented at the event, with Bruce Becker, Andrew Cabal and Stanley Kozaczka joining over 300 other attendees.

In his formal remarks, Mr. Boardman spoke of his vision for Amtrak’s national passenger system and the focus President Obama is placing on high-speed rail corridor development. Joe noted that he is very pleased to be leading Amtrak during these very exciting times and he looks forward to guiding the company in a new pro-active, can-do manner. He highlighted the plans for new long distance equipment (diners, sleepers and baggage cars) which are nearing the bid stage.

He also discussed the distinct advantages the Empire Corridor has in competing for ARRA grant funds, particularly in the ability to lay a new third track along much of the upstate corridor. He noted that he feels that the Class I freight carriers are willing to be active partners in high-speed rail development and that he has a very good working relationship with Michael Rose, CSX’s President and CEO.

Joe personally extended his regrets for missing our 2009 Annual Meeting and stated that he will look forward to addressing our organization in the future.

Bruce B. Becker

Anthony Rudmann named new ESPA Director of Legislative Affairs...

ESPA’s Officers and Coordinators, at their May 2nd meeting in Rensselaer, approved naming Anthony Rudmann as our new Director of Legislative Affairs, effective immediately.

Tony has been an active ESPA member for many years and most recently has been our Capital Region Coordinator. Tony’s career-long professional background in state government makes him an excellent choice for the position and he looks forward to utilizing his experience and knowledge of Albany to our best advantage. Tony will also be working very closely with our new Governmental Affairs Representative, Sherman Jewett, of Patricia Lynch and Associates.

This position was most recently held by Steve Strauss, who is now living in Washington, DC and before that for many years by Frank Barry.

Congratulations to Tony on his new responsibilities!

Bruce B. Becker

Long Island R.R. Celebrates 175th Year Oldest U.S. Railroad Still Using Original Name...

Strategic Concept and Early History

In 1834, the LIRR was conceived as a link in a through route ____ New York (via Brooklyn and Long Island) to Boston, as part of a connecting rail route bewteen Charleston and Boston. In that era Connecticut coast topography appeared to preclude construction of an overland rail route, so the water level route across the center of Long Island to Greenport, a steamer thence to Stonington, CT, then by rail through Providence to Boston was chosen. When eventually opened in 1844, the route scheduled 11 hours for New York (Brooklyn) to Boston. (Another source quotes 3¼ hours to Greenport, so this seems possible.) This compared with various combinations of horse stage and costal sloop that consumed as much as 72 hours. By 1848, unfortunately for the LIRR, railroad engineering had advanced so that a through overland rail route was successfully completed and the water link became obsolete. The LIRR was driven into bankruptcy and forced to revise its strategic plan to depend on linking Long Island communities to each other, and eventually, to the cities of Brooklyn and New York.

Growth and Consolidation:

The mid-nineteenth century was the era of ‘railroad building fever’. Long Island was no exception. Existing Long Island communities clustered along the coasts, engaged in fishing, whaling, shipbuilding, agriculture and milling, distant ___ the ‘airline’ LIRR through the center of the island. Many local railroads appeared to claim the territory and were eventually consolidated into the modern LIRR in the 1880’s under the leadership of Austin Corbin. Banking magnate Corbin restored infrastructure, purchased rolling stock and launched the Montauk extension. This was an elaborate expansion of the original LIRR dream. A deep water port was envisaged at Montauk, where trans-Atlantic liners would arrive, and their passengers (along with mail and express) board fast LIRR trains to arrive in New York sooner than by remaining onboard ships all the way. This magnificent vision ended when Corbin was killed in a horse-drawn carriage accident in 1896.

Pennsylvania RR and Penn Station

The enduring legacy of Corbin’s plan was the PRR purchase of the LIRR and its inclusion in the Penn Station development plan. To facilitate the speedy delivery of ship passengers into Manhattan, Corbin had secured for the LIRR a New York City franchise the build a bridge and/or tunnel across the East River to access Manhattan, exactly what the PRR needed to complete the through station concept of Penn Station and access necessary car storage in Queens (Sunnyside Yard). Penn station with its direct LIRR access to Manhattan opened in 1910. The PRR brought mainline railroad infrastructure and technology to LIRR. Electrification, grade separation, steel passenger cars and motive power were all financed by the “Standard Railroad of the World.” P54 coaches and G-5 ten wheelers were the face of the LIRR, but dozens of parlor cars, E-6s, K-4s and L-1s (although lettered PRR), along with the DD-1s and BB-1s were assigned in the pre-diesel era. In 1929, this modernization resulted in 119 million passengers. The WWII years brought massive traffic to the LIRR, but as everywhere else, this devastated infrastructure already frayed by depression-induced investment deferrals. By the 1960s, PRR was looking for a way out of LIRR ownership.

The Modern Era: The MTA

Recognizing that the LIRR was vital to the region, New York State created the Metropolitan Commuter Transportation Authority (now MTA) and purchased the LIRR in 1965. New electric cars, expanded electrification and later replacement of the diesel fleet and non-electric cars followed. Ridership rose to 87 million in 2008, the highest since 1949 and about three-quarters of the high-water mark of 1929. Freight traffic was franchised to the New York and Atlantic in 1997 and the number of shippers and carloads has been doubled.

The Near Future the LIRR

The East Side Access will bring the LIRR to the Grand Central Terminal vicinity, offering LIRR riders arrival on the East Side, shaving a half-hour or more to East Side destinations, and also offering a direct transfer with Metro North service, creating new regional connections. Supporting this additional train service to Manhattan, the LIRR is planning reconstruction of the century-old Jamaica track layout to improve throughput, addition of the mainline third track, and double track for the Ronkonkoma line.

175th Anniversary Celebrations

Events and exhibitions have been scheduled. The NY Transit Museum has an exhibition running through Sept. 13 “The Route of the dashing Commuter: The LIRR at 175.” Two events were presented in Hicksville; on April 25, an historical review introduced by LIRR President Helena Williams, and an ongoing display of LIRR art at the library. (Note that the name of this village does not refer to the sophistication of the residents--Valentine Hicks was the second president of the LIRR.) In honor of the anniversary of the original charter issued on April 24, 1834, the LIRR operated an historian-narrated VIP/press special over the original route ___ Brooklyn to Greenport. (The NRHS is planning a later public trip that recreates this event.) The LIRR website has further information and links to historical videos at http://mta.info/lirr/Video/175thAnniversary/.

John Raha

Adirondack to be Funded For Next Year; Vermont to Continue Ethan Allen Express...

Funding to continue operation of the Adirondack north of Albany through at least March 31, 2010, was included in the state budget approved by the Legislature in early April, according to sources at the state Department of Budget.

This is a reversal of Governor Paterson’s initial proposal to cut state operating support for the Adirondack by 50%, ___ $5.0 million to only $2.5 million in the FY2009-10 state budget.

The state now has a signed six-month operating agreement with Amtrak covering the period April 1 through September 30, 2009. With the additional funding now secured, an extension of this current contract or a new version will hopefully be negotiated and signed soon, thus ensuring that full daily operation of the Adirondack will continue uninterrupted.

In a related matter, Amtrak’s exploration of a possible change in Montreal stations for the Adirondack ___ Central Station to the commuter-oriented Lucien L’Allier facility (adjacent to the former CP Windsor Station site) has apparently hit a snag. It is reported that the Canadian Pacific has suggested that as much as $20 million in track upgrades north of the border will be necessary in order to accommodate the potential re-route. This would be in addition to the funds necessary to upgrade the Lucien L’Allier station for intercity use and the necessary construction of a border inspection facility at the station.

Amtrak is faced with impending new regulations by the Canadian Border Services Agency (CBSA), which will require Amtrak to construct a new inspection facility at the border at Cantic, Que, unless an agreement can be reached allowing for the train to be inspected upon arrival in Montreal. This would require a new processing facility at either Central or Lucien L’Allier. If the Canadian inspection process ultimately stays at the border, the CBSA has stated that they may require all train passengers to deboard with their luggage and be processed off the train. Particularly during the winter, this would be a very significant problem for passengers, not to mention likely adding more time to the already long border inspection process

In Vermont, Governor Douglas and the State Legislature, faced with a huge public outcry over the proposal to replace the Ethan Allen Express with dedicated Thruway bus service north of Albany, have decided to continue funding the existing rail service for the foreseeable future. In addition, it is reported that in an effort to boost ridership on the train’s Vermont segment, a new station stop will be instituted at Castleton, VT, replacing the little-used stop at Fairhaven, VT. Castleton is home to a Vermont State College and also has an historic station building. Plans are also underway to seek federal funding to upgrade the rail line between Rutland and Burlington to allow the Ethan Allen to be extended north though Brandon and Middlebury.

Bruce B. Becker

N.Y. State Transportation Commissioner Astrid Glynn Resigns

In a surprise move for most observers and other interested parties, NYSDOT Commissioner Astrid Glynn abruptly resigned her position on April 13, stating that she wanted to return to her home and family in Massachusetts. Glynn had been appointed by Governor Spitzer two years ago to lead the department.

Coupled with the recent departure of highly rail-oriented Deputy Commissioner Karen Rae for a new post at the FRA in Washington, Glynn’s leaving was not well timed considering the daunting tasks facing the Transportation Department, not the least of which is spearheading the potentially federally funded High Speed Rail initiative for the state.

Executive Deputy Commissioner Stanly Gee has been named Acting Commissioner while the search gets underway for a permanent appointee.

On the rail front, Don Hannon, who heads the Department’s Office of Integrated Modal Services (and addressed ESPA’s 2008 Annual Meeting), has taken the lead on high-speed rail planning. He will be the point person for the Department’s proposal and application to the FRA this summer for a portion of the federal High-Speed funding pot.

Bruce B. Becker

Empire Corridor Ridership Takes a Hit While On Time Performance Soars

For the month of February 2009, ridership on Empire Corridor trains was down 8.7%, compared to the prior year, with overall revenues off 14.2%. All services saw a ridership drop, with the Adirondack down 14.1%; Hudson Valley trains down 10.6%; West of Albany trains down 1.8% and the Ethan Allen down 1.1%.

For the first five months of Amtrak’s FY ‘09 year, overall corridor ridership was down 3.4%, with revenues off 5.9%. Based on earlier month gains, the West of Albany service showed an overall 7.2% increase, with the Ethan Allen also up 6.7% for the period. Hudson Valley trains were down 7.0% and the Adirondack was down 5.7%. The Lake Shore Limited managed a slight 1.9% ridership increase for the period, but revenues surged ahead 10.1%

Clearly the post-holiday winter season lull and the effects of the economic downturn are taking their toll on both business and leisure travelers’ use of Amtrak and all other travel modes.

On another front, on-time performance for both the Empire Corridor and the Lake Shore Limited has soared in recent months, positively impacted by both substantially lower freight volumes and seemingly much improved handling by the freight carriers.

On Time Performance
Empire Corridor
2009 vs. 2008
Feb. 82.2% +12.0%
March 87.4% +17.6%
April 89.0% +19.6%

Lake Shore Limited
2009 vs. 2008
Feb. 82.1% +11.5%
Mar. 91.1% +27.3%
April 84.9% +15.0%

Bruce B. Becker

Binghamton Service May be Resurrected ...

In the minds of some, passenger rail service ___ Binghamton to New York City is running late - by several decades. How much longer will rail advocates have to wait before a passenger train again rumbles into the Binghamton depot, if ever? An update is expected by fall, when Amtrak officials plan to release a study weighing costs and benefits of restoring a passenger line ___ Binghamton to Scranton to Hoboken to New York City.

It also will evaluate a route ___ Binghamton to Syracuse, connecting with an existing line to Albany and New York City. The study, called a conceptual service plan, will take into account scheduling, ridership projections, expected revenue and expenses, said Don Hannon, Director of Integrated Model Services for the state Department of Transportation.

The last passenger train - the Lake Cities - left Binghamton on Jan. 5, 1970. That line passed through Binghamton on its way ___ Hoboken to Chicago. The famed Phoebe Snow - which ran to New York City through Scranton and the Delaware Water Gap - was discontinued in 1966.Resurrecting service to New York City has been on the political wish list for decades, generating lots of talk, studies and proposals - but little action.

Sen. Charles E. Schumer, D-N.Y., said recently he expects that to change in light of growing emphasis on rail travel, along with newly coordinated efforts between New York, Pennsylvania and New Jersey. A plan serving the collective markets in the three states will stand a better chance than any one alone.

“It’s a lot of work, and we have a lot of barriers to overcome,” he said. “It’s well worth it and we are putting lot of effort together. Expenses for such a project would be a “large order of magnitude,” Hannon said, including the capital and operational costs of upgrading tracks and providing trains, manpower and equipment. Hannon would not guess or offer ballpark figures, but previous studies suggest the cost would be substantial, even in the context of the billions of dollars dedicated for infrastructure upgrades under the Obama administration’s economic stimulus plan.

It would cost more than $550 million to restore the 100-mile line between Scranton and Hoboken, for example, according to a 2008 study coordinated by New Jersey Transit, the proposed operator. That includes replacing a 25-mile section of missing track between the Delaware Water Gap and Port Morris, N.J., and improvements to the track the rest of the way. Existing freight lines between Binghamton and Scranton and Binghamton and Syracuse are well maintained and functional, but upgrades would still be necessary to accommodate passenger trains, officials said.

Whether the plan ever progresses beyond feasibility studies depends on whether the political willpower to make it happen outweighs the cost. Calculating the price tag will be relatively straightforward, as spelled out by the Amtrak study due later this year. The political will is harder to gauge, although the federal stimulus package, growing emphasis on alternative transportation and an auto-industry backlash all point to an environment that is more favorable now than ever to get rail projects going again.

Last month, President Barack Obama, citing superior high-speed rail travel in countries like China, Japan, France and Spain, called for rail upgrades in the United States as a long-term economic and environmental investment that would take pressure off congested highways and airways. “Obama talking about an interconnected passenger rail network - this has added to the whole conversation,” said Darcy Fauci, Broome County director of economic development.

Tom Wilber •

New Yankee Stadium Station to Open...

On Saturday, May 23, the new, approximately $90 million Yankee Stadium Metro-North train station will open on East 153rd Street in the Bronx. The facility is fully handicapped accessible and has two island platforms to serve the 4 tracks. The new station will be a local stop on the Hudson line and will be used 365 days a year, with dozens of trains stopping each day to serve the community.

On days when there are home New York Yankees baseball games, extra trains will stop at the station, providing a quick trip for passengers who live on the upper Hudson line. For example, some trains will travel ___ Yankee Station to Croton-Harmon station in just 29 minutes.

Additionally, on weekends and after evening games, a few trains will operate directly between Yankee Stadium and selected stations along both the New Haven and Harlem lines of Metro-North, providing a one seat ride to places such as White Plains, Brewster, Stamford (CT), and New Haven (CT). During the evening rush hours, direct service will not be provided ___ the New Haven or Harlem lines, but a Metro-North shuttle will operate between Grand Central Terminal and 125th Street Metro-North station and Yankee Stadium station.

Gary Prophet

MTA Service, Fares and Bailout Resolved...

On May 5th a compromise was announced that will avoid the 30% doomsday fare increases and severe service cuts planned by the MTA; the pact was approved by the State Legislature the following day.

The new plan will result in 10% fare increases for New York City subways, buses and Metro-North and Long Island Railroads. Other funds will come ___ various sources: a payroll tax throughout the 12 county MTA area and an extra $25 fee on car registrations; $2 extra per year for driver’s licenses, a 5% increase in car rental tax, and a 50 cent surcharge on all New York City taxi fares.

The payroll tax will be 0.34% of all payrolls within the MTA region ($340 per $100,000 of payroll), with a provision that school districts will be somehow reimbursed ___ New York State. Other government employers, non-profits, and small businesses will all be subject to the payroll tax, which will be paid by the employer, not the employee. A proposal to have a 30-50% lower payroll tax in Orange, Putnam, and Dutchess counties is not part of the plan, so all employers within the MTA region will pay the same percentage. This new MTA transit tax is expected to raise $1.5 billion per year. The toll-free bridges connecting Manhattan to Brooklyn and the Bronx will remain without tolls.

Many issues have been raised, such as why would businesses in northern Dutchess County pay a transit tax to the MTA where the only station within 15 miles is Amtrak’s, as well as the fact that Connecticut business are not subject to the payroll tax at all. And how will the 50 cent surcharge on NYC taxis be collected, since drivers typically pay a daily set fee to the taxi owner? Accounting for every single taxi ride in NYC is no trivial task.

Gary Prophet

Rouses Point Station Restoration Underway...

Congressman John McHugh has obtained $95,000 in federal funds to help jump-start efforts to restore the former Delaware and Hudson station in this North Country border village, served by Amtrak’s Adirondack.

Currently Amtrak stops in front of a dilapidated former US Immigration building at the site and officially their website states that the station stop offers only a platform but no shelter, though in reality a room in the this building is usually open for passengers use.

The restoration effort now underway at the former station is estimated to ultimately cost $600,000 and additional funding sources are being sought by the Village and local Chamber of Commerce. The station will eventually become a regional history museum and hopefully will once again accommodate Amtrak passengers when the work is completed.

Bruce B. Becker

Croton-Harmon Parking Lot to be Raised...

For the past several decades flooding has been an issue in a low portion of the Croton-Harmon parking lot where floodwaters sometimes rise half way up car doors, ruining the vehicles. Over the years, hundreds of cars have been damaged or totaled, as the combination of rain, high tide and a full moon can result in severe flooding that may cause problems with even a moderate rain.

During the past couple of years, when rain was forecast during a full moon, the Village of Croton, which owns the 2000 car parking lot, has closed the affected area that has about 600 parking spaces and provided shuttle buses ___ a nearby park.

Starting on May 3, the flood prone area will be closed for about 3 months. The Village of Croton plans to solve the problem by raising the level of the vulnerable area by 3-4 feet and improving drainage—a $ 2.5 million project. Since high tide causes the water level where the Croton River empties into the Hudson River to rise around this parking area, improving drainage alone would not solve the problem. During these next 3 months, parking during weekdays at the Croton-Harmon parking lot, also a stop for most Empire Service Amtrak trains, will be difficult to impossible during the day, as commuters fill the lot by 7:30am. Before 10am, shuttle buses will operate ___ the alternate area, but after that, if one parks there it will be a 15-20 minute walk or one will need to plan for time to call for a taxi.

Gary Prophet

Adirondack Special Weekend Fares Continue Through June...

Amtrak has extended its special off-season Adirondack Weekend Getaway Fares through the end of June and is now offering round trip travel between any two points on the Adirondack’s route ____ New York to Montreal for only $85.00. Children can travel for only $42.50 roundtrip

Available for sale through June 22 and for travel through June 29, this special fare is valid Fridays through Mondays and is perfect for either get-away trips north to Montreal or shopping junkets south to New York City.

As usual, a three day advance purchase is required, various restrictions apply and there are holiday specific black-out dates. The fare can be booked on-line or by calling 1-800-USA-RAIL and referencing Discount Code X587. Please consult Amtrak for full information and to make your reservations.

Bruce B. Becker

"A Journey Along the Hudson River Line"

An art exhibit featuring oil paintings of the railroad stations along the Hudson River was displayed at the River Winds Gallery in Beacon during March and April. “A Journey Along the Hudson River Line,” by Frédéric Lére featured the 31 train stations along the MTA and Amtrak lines, inviting us to travel by train along the Hudson River.

The show was part of many art events to help celebrate 400 years along the Hudson River. The show ran ____ March 14th through April 6.

Station opens with an eye towards ‘Green’

The newly completed $2.2M Saco, ME train station opened recently with a ‘green’ design. The station is powered by a 100-foot windmill turbine and is heated and cooled using a 1200-foot deep geothermal well along with its passive solar design and radiant heat. The station has a tower clock and a brick façade that resemble the nearby mills.

The station is also home to the Biddle-Saco Chamber of Commerce.

Empire Corridor Travel Tips & Discounts

o All Empire Corridor trains require reservations. While advance reservations are encouraged, last minute passengers will always be accommodated if space is available on a particular train. Booking as early as possible will provide the best possible fare. Amtrak accepts reservations up to 11 months in advance of your travel date! Travel during off-peak periods (mid-week, early morning or late evening) will generally be the least expensive.
o AAA and NARP members receive 10% off most regular fares, with a three day advance purchase requirement. Senior citizens, veterans and many students can receive a 15% discount off most fares.
o Visit http://www.amtrak.com and select ‘Hot Deals’ for the latest discount program information.
o Join the Amtrak Guest Rewards program and earn points towards free travel and more.

Amtrak Seeks ESPA’s Input

Amtrak’s Empire District Superintendent Tom Connolly wants to hear of your New York State Amtrak travel experiences. Whether everything was great or if there was room for improvement, Tom welcomes our input, as he strives to provide the best possible service on the Empire Corridor. Please send your written trip reports and comments, including specific dates, train numbers and employee names as appropriate to:

Thomas Connolly, District Superintendent, Amtrak 525 East Street, Rensselaer, NY 12144

Please also send a copy to Bruce Becker, so we can track trip experiences and follow up as necessary. Thanks for your help…

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