The Associated Press
KNIPPA, Texas — Storms dumped more than a foot of rain on parts of Texas, stranding more than 170 passengers on an Amtrak train for hours and forcing rescue crews elsewhere to pull at least 50 people to safety.
Water covering the tracks in Knippa, about 75 miles west of San Antonio, stopped a westbound Amtrak train carrying 176 passengers at around 9 a.m. Saturday, authorities said. Amtrak spokeswoman Vernae Graham said buses were driving the passengers to El Paso, where they were expected to board another train early Sunday.
The train never lost power, but buses could not reach it until early Saturday evening because of flooded roads, Graham said.
No serious injuries were reported in the state's latest round of flooding, which closed many roads and forced evacuations.
Read more
A woman who authorities say drove a minivan around road barricades south of Austin and became stuck in floodwaters with two children was charged with child endangerment.
Laura Delarosa, 30, was arrested Saturday after rescue workers were able to get her and the children — a 9-year-old girl and a 7-year-old boy — to safety.
East of San Antonio, a possible tornado damaged four businesses and at least one house, Guadalupe County Sheriff's Cpl. John Batey said.
As much as 17 inches of rain fell between 10 p.m. Friday and 10 a.m. Saturday, said Pat McDonald, a National Weather Service forecaster.
The downpour overflowed Seco Creek and inundated the town of D'Hanis near San Antonio, Medina County Sheriff Randy Brown said. Many businesses were flooded with 3 to 4 feet of water.
Boats, fire trucks and helicopters rescued stranded residents, but only one minor injury was reported, Brown said.
"The water is going down. Things are getting better," Brown said.
Meanwhile, mudslides in Colorado forced about 30 people to evacuate their homes near Alpine, about 100 miles southwest of Denver, and roads into the area were closed.
No injuries were reported and a shelter was opened for displaced residents. The mudslides Saturday night were caused by several days of rain.
Friday, July 27, 2007
Wednesday, July 25, 2007
Rail options split transit board - Cost, convenience among factors in deciding 2 routes
By JAY PARSONS - The Dallas Morning News - Thursday, March 31, 2005
Two long-awaited commuter rail options divide Denton County's landscape like scissors. They also have split a 12-member board that must select the best proposal for commuters craving efficient mass transit.
A divided Denton County Transportation Authority may be tilted by the municipalities least affected by commuter rail, notably The Colony and Little Elm. Officials from those areas say they would probably favor the cheaper route.
Which route that will be remains unclear. The authority will release a report next month outlining the costs and impacts of both routes. From there, the board will hold public hearings, choose a route and apply for federal funding in hopes of constructing most of the rail line by 2011.
Both start in Denton and connect to Dallas Area Rapid Transit in Carrollton, linking to a planned DART stop and connecting Denton County commuters with downtown Dallas. One route hugs Interstate 35E; the other traces the Kansas City Southern (KCS) rail line to the west, through Copper Canyon and Highland Village.
City councils in Denton and Highland Village didn't wait for the study's release to pass resolutions urging DCTA to choose a route.
Denton favors the I-35E option, hoping it will spur development. Highland Village wants the KCS line, believing it could lure shoppers to its future commercial corridor at FM407 and FM2499.
The two routes merge in northern Lewisville, so the county's second-biggest city will choose a route based on technology and costs, said DCTA Chairman Charles Emery, who represents Lewisville.
Choosing a route is more complicated than scanning a map. Each route has obstacles:
•Denton's choice is the former Missouri-Kansas-Texas rail line along I-35E. Most of that line was removed years ago, creating nine miles of nature trails through Corinth.
DART owns most of the right of way, leaving this route fewer obstacles.
"MKT serves the heart of the congestion," said Tom Spencer, who lives in Shady Shores and represents small cities on DCTA. "We're filled in here. My personal feelings are you serve the growth you have, that just
makes sense."
Highland Village's choice is the KCS rail line, still owned and operated by the rail company. DCTA could try to buy the line or lease it during certain hours. A second line would be built for two-way traffic.
This option is clouded by KCS. Freight lines are more crowded than ever, and KCS will not negotiate until DCTA chooses this route.
"It would be a great incentive for people to relocate to Highland Village," said City Manager Michael Leavitt, a DCTA member. "This is a very corporate city with people used to the L in Chicago or the Metro in D.C."
Highland Village also hopes a rail station near the FM407 and FM2499 intersection would attract shoppers – and sales tax revenue – to a planned commercial corridor.
Highland Village hopes the KCS line will woo Flower Mound and Corinth. The Highland Village station would be very close to the Flower Mound border.
A Flower Mound DCTA member said he will follow the orders of the City Council, which has yet to discuss the routes.
Corinth sides with Highland village. The city would keep its nature trail and be within easy driving distance of the Highland Village station once the FM2499 extension connects the cities.
"A Highland Village station will at least provide some access to Corinth commuters living on the western side of the city without hurting the lifestyle of people on the eastern side," said Paul Ruggiere, a Corinth DCTA member.
The Corinth City Council will vote Thursday on a resolution supporting the KCS line, said Mayor Vic Burgess, who said he strongly favors that route.
At least four DCTA board members indicated they would favor the MKT line. Most reasoned: That's where most of the population is. If Flower Mound sides with Highland Village, the KCS line should get at least three votes.
That leaves five other board members. Two could not be reached, and three said they are undecided. The biggest factor for the undecided cities will be cost, representatives from The Colony and Little Elm said.
"If we don't get matching funds, we're not going anywhere," said Randy Hunt, who lives near Krum and represents unincorporated territory. "A half-cent sales tax isn't enough to make anything happen."
A preliminary DCTA cost estimate for the rail line was $240 million.
Three cities – Denton, Highland Village and Lewisville – are contributing sales taxes for the commuter rail.
DCTA officials hope most of the money will come from state bonds and federal funding.
Read more
Two long-awaited commuter rail options divide Denton County's landscape like scissors. They also have split a 12-member board that must select the best proposal for commuters craving efficient mass transit.
A divided Denton County Transportation Authority may be tilted by the municipalities least affected by commuter rail, notably The Colony and Little Elm. Officials from those areas say they would probably favor the cheaper route.
Which route that will be remains unclear. The authority will release a report next month outlining the costs and impacts of both routes. From there, the board will hold public hearings, choose a route and apply for federal funding in hopes of constructing most of the rail line by 2011.
Both start in Denton and connect to Dallas Area Rapid Transit in Carrollton, linking to a planned DART stop and connecting Denton County commuters with downtown Dallas. One route hugs Interstate 35E; the other traces the Kansas City Southern (KCS) rail line to the west, through Copper Canyon and Highland Village.
City councils in Denton and Highland Village didn't wait for the study's release to pass resolutions urging DCTA to choose a route.
Denton favors the I-35E option, hoping it will spur development. Highland Village wants the KCS line, believing it could lure shoppers to its future commercial corridor at FM407 and FM2499.
The two routes merge in northern Lewisville, so the county's second-biggest city will choose a route based on technology and costs, said DCTA Chairman Charles Emery, who represents Lewisville.
Choosing a route is more complicated than scanning a map. Each route has obstacles:
•Denton's choice is the former Missouri-Kansas-Texas rail line along I-35E. Most of that line was removed years ago, creating nine miles of nature trails through Corinth.
DART owns most of the right of way, leaving this route fewer obstacles.
"MKT serves the heart of the congestion," said Tom Spencer, who lives in Shady Shores and represents small cities on DCTA. "We're filled in here. My personal feelings are you serve the growth you have, that just
makes sense."
Highland Village's choice is the KCS rail line, still owned and operated by the rail company. DCTA could try to buy the line or lease it during certain hours. A second line would be built for two-way traffic.
This option is clouded by KCS. Freight lines are more crowded than ever, and KCS will not negotiate until DCTA chooses this route.
"It would be a great incentive for people to relocate to Highland Village," said City Manager Michael Leavitt, a DCTA member. "This is a very corporate city with people used to the L in Chicago or the Metro in D.C."
Highland Village also hopes a rail station near the FM407 and FM2499 intersection would attract shoppers – and sales tax revenue – to a planned commercial corridor.
Highland Village hopes the KCS line will woo Flower Mound and Corinth. The Highland Village station would be very close to the Flower Mound border.
A Flower Mound DCTA member said he will follow the orders of the City Council, which has yet to discuss the routes.
Corinth sides with Highland village. The city would keep its nature trail and be within easy driving distance of the Highland Village station once the FM2499 extension connects the cities.
"A Highland Village station will at least provide some access to Corinth commuters living on the western side of the city without hurting the lifestyle of people on the eastern side," said Paul Ruggiere, a Corinth DCTA member.
The Corinth City Council will vote Thursday on a resolution supporting the KCS line, said Mayor Vic Burgess, who said he strongly favors that route.
At least four DCTA board members indicated they would favor the MKT line. Most reasoned: That's where most of the population is. If Flower Mound sides with Highland Village, the KCS line should get at least three votes.
That leaves five other board members. Two could not be reached, and three said they are undecided. The biggest factor for the undecided cities will be cost, representatives from The Colony and Little Elm said.
"If we don't get matching funds, we're not going anywhere," said Randy Hunt, who lives near Krum and represents unincorporated territory. "A half-cent sales tax isn't enough to make anything happen."
A preliminary DCTA cost estimate for the rail line was $240 million.
Three cities – Denton, Highland Village and Lewisville – are contributing sales taxes for the commuter rail.
DCTA officials hope most of the money will come from state bonds and federal funding.
Read more
Most cost-effective rail route ends in downtown Denton - Expense-per-rider would meet federal funding criteria
By DAVE MOORE - Denton Record-Chronicle - Wednesday, May 11, 2005
DENTON – A route that ends in downtown Denton is the most cost-effective for commuter rail service from Denton to Dallas, a consultant said Wednesday.
URS Corp. associate Tim Baldwin told the Denton County Transportation Authority board that the average rider would cost the DCTA $15.05 per year using that route. Denver-based URS arrived at the figure by dividing the annual construction, operating and maintenance costs by the number of riders per year.
To receive federal funding, rail projects in 2006 must cost $15.22 or less per rider per year, according to Mr. Baldwin.
"With this analysis, we move beyond the emotion" of those opposing the line, said DCTA board member Randy Hunt.
Mr. Hunt wouldn't specify who has been objecting to rail talks, but some residents in Corinth have voiced concerns about how the train line, proposed along a Missouri-Kansas-Texas line, would disrupt their neighborhoods.
In another alternative, URS has proposed spending $20 million to move the line parallel to Interstate 35E and away from the neighborhoods. But that pushes the cost of the project up $1 per rider per year.
The authority was created by a countywide vote in 2003, with a majority of the voters in Denton, Lewisville and Highland Village approving. Its mission is to create and operate mass transit systems for Denton County
that would connect to the Dallas area.
The DCTA has been collecting its half-cent sales tax since January 2004 and has been holding public meetings and forums.
The cost analysis given Wednesday is not the final recommendation from URS. The consultant will publicly disclose that at meetings Monday and Tuesday in Denton and Highland Village, respectively.
The DCTA board will use that recommendation and other public input to choose the best way to reduce commuter congestion on Interstate 35E. They are to vote on a route at a meeting May 26.
Mr. Baldwin said community input also will influence URS' recommendation of which commuting option is the best choice.
The rail option determined to be second-most cost-efficient was using the Missouri-Kansas-Texas rail line to downtown Carrollton, then heading south to Las Colinas using the Burlington-Northern-Santa Fe rail line, parallel to the existing Trinity Railway Express line to Union Station in downtown Dallas.
But that would increase construction costs by at least $100 million, according to URS documents. That route's ridership would be higher, which would reduce the cost to $15.29 per passenger per year, Mr. Baldwin said.
The option was put in the mix at the advice of the federal officials, who wanted an alternative route in case Dallas Area Rapid Transit doesn't extend its rail line north to Carrollton. The URS analysis on the Burlington route assumes that the DART extension to Carrollton wouldn't be completed, Mr. Baldwin said.
One advantage to the Burlington route would be that riders wouldn't need to transfer trains in their commutes between Dallas and Denton, Mr. Baldwin said. Currently, the DCTA plans to have riders transfer from its passenger train cars in Carrollton to board DART light-rail cars, Mr. Baldwin said.
The Denton County rail line could be completed as early as 2011, depending upon DART's timeline, Baldwin said.
Read more
DENTON – A route that ends in downtown Denton is the most cost-effective for commuter rail service from Denton to Dallas, a consultant said Wednesday.
URS Corp. associate Tim Baldwin told the Denton County Transportation Authority board that the average rider would cost the DCTA $15.05 per year using that route. Denver-based URS arrived at the figure by dividing the annual construction, operating and maintenance costs by the number of riders per year.
To receive federal funding, rail projects in 2006 must cost $15.22 or less per rider per year, according to Mr. Baldwin.
"With this analysis, we move beyond the emotion" of those opposing the line, said DCTA board member Randy Hunt.
Mr. Hunt wouldn't specify who has been objecting to rail talks, but some residents in Corinth have voiced concerns about how the train line, proposed along a Missouri-Kansas-Texas line, would disrupt their neighborhoods.
In another alternative, URS has proposed spending $20 million to move the line parallel to Interstate 35E and away from the neighborhoods. But that pushes the cost of the project up $1 per rider per year.
The authority was created by a countywide vote in 2003, with a majority of the voters in Denton, Lewisville and Highland Village approving. Its mission is to create and operate mass transit systems for Denton County
that would connect to the Dallas area.
The DCTA has been collecting its half-cent sales tax since January 2004 and has been holding public meetings and forums.
The cost analysis given Wednesday is not the final recommendation from URS. The consultant will publicly disclose that at meetings Monday and Tuesday in Denton and Highland Village, respectively.
The DCTA board will use that recommendation and other public input to choose the best way to reduce commuter congestion on Interstate 35E. They are to vote on a route at a meeting May 26.
Mr. Baldwin said community input also will influence URS' recommendation of which commuting option is the best choice.
The rail option determined to be second-most cost-efficient was using the Missouri-Kansas-Texas rail line to downtown Carrollton, then heading south to Las Colinas using the Burlington-Northern-Santa Fe rail line, parallel to the existing Trinity Railway Express line to Union Station in downtown Dallas.
But that would increase construction costs by at least $100 million, according to URS documents. That route's ridership would be higher, which would reduce the cost to $15.29 per passenger per year, Mr. Baldwin said.
The option was put in the mix at the advice of the federal officials, who wanted an alternative route in case Dallas Area Rapid Transit doesn't extend its rail line north to Carrollton. The URS analysis on the Burlington route assumes that the DART extension to Carrollton wouldn't be completed, Mr. Baldwin said.
One advantage to the Burlington route would be that riders wouldn't need to transfer trains in their commutes between Dallas and Denton, Mr. Baldwin said. Currently, the DCTA plans to have riders transfer from its passenger train cars in Carrollton to board DART light-rail cars, Mr. Baldwin said.
The Denton County rail line could be completed as early as 2011, depending upon DART's timeline, Baldwin said.
Read more
Final site for N. Lewisville rail station announced
By Monty Miller Jr - Staff Writer - Denton Record Chronicle - Tuesday, June 26, 2007
The Denton County Transportation Authority reached another milestone recently in its quest to bring a high-speed regional commuter rail system to Denton County when it announced the final site for a north Lewisville rail station.
The new site will be on the east side of Interstate 35E at Garden Ridge Boulevard. The other option was to put the station at FM407, but that proposition was defeated, said transportation authority spokeswoman Dee Leggett.
“It had been a toss up between 407 and Garden Ridge,” she said. “But, what really tipped the scales for Garden Ridge was the city of Lewisville and the city of Highland Village both wanted it at Garden Ridge.”
Only the site has been approved as of now, Leggett said. The design phase is ongoing and should last through 2007 and into 2008, with construction beginning by spring 2009.
The final design and construction timetable ultimately will depend on the Texas Department of Transportation’s plan to expand I-35E, Leggett said.
Lewisville Mayor Gene Carey said the Garden Ridge location was the optimum.
“That’s where our hearts kind of lay,” he said. “It’s close to the lake and that’s a big economic area for us and Highland Village.”
The DCTA has already announced there will be two stations in Denton. One will be in downtown, most likely in the area east of Bell Avenue between Sycamore and Hickory streets, and the second in the south somewhere between Denton Regional Medical Center and Golden Triangle Mall along I-35E. The sites have not yet been finalized
Two other stations are planned for the Lewisville area as well — one in the city’s downtown and another on the city’s south side.
A sixth station is planned for Carrollton, where the DCTA rail will hook up with Dallas Area Rapid Transit (DART) system.
Since 2002, the transportation authority has been studying the effect that a passenger rail system would have on Denton County, and in 2003, voters approved a one-half percent local sales tax to fund public transportation projects.
The transportation authority’s ultimate goal is to develop a commuter rail line between Denton and Carrollton that will connect to the DART line that stops in Carrollton. The line is meant to alleviate traffic congestion on I-35E and improve air quality.
Transportation authority officials hope to begin rail service to Lewisville as early as 2010, with service to Denton not likely until 2013.
Read more
The Denton County Transportation Authority reached another milestone recently in its quest to bring a high-speed regional commuter rail system to Denton County when it announced the final site for a north Lewisville rail station.
The new site will be on the east side of Interstate 35E at Garden Ridge Boulevard. The other option was to put the station at FM407, but that proposition was defeated, said transportation authority spokeswoman Dee Leggett.
“It had been a toss up between 407 and Garden Ridge,” she said. “But, what really tipped the scales for Garden Ridge was the city of Lewisville and the city of Highland Village both wanted it at Garden Ridge.”
Only the site has been approved as of now, Leggett said. The design phase is ongoing and should last through 2007 and into 2008, with construction beginning by spring 2009.
The final design and construction timetable ultimately will depend on the Texas Department of Transportation’s plan to expand I-35E, Leggett said.
Lewisville Mayor Gene Carey said the Garden Ridge location was the optimum.
“That’s where our hearts kind of lay,” he said. “It’s close to the lake and that’s a big economic area for us and Highland Village.”
The DCTA has already announced there will be two stations in Denton. One will be in downtown, most likely in the area east of Bell Avenue between Sycamore and Hickory streets, and the second in the south somewhere between Denton Regional Medical Center and Golden Triangle Mall along I-35E. The sites have not yet been finalized
Two other stations are planned for the Lewisville area as well — one in the city’s downtown and another on the city’s south side.
A sixth station is planned for Carrollton, where the DCTA rail will hook up with Dallas Area Rapid Transit (DART) system.
Since 2002, the transportation authority has been studying the effect that a passenger rail system would have on Denton County, and in 2003, voters approved a one-half percent local sales tax to fund public transportation projects.
The transportation authority’s ultimate goal is to develop a commuter rail line between Denton and Carrollton that will connect to the DART line that stops in Carrollton. The line is meant to alleviate traffic congestion on I-35E and improve air quality.
Transportation authority officials hope to begin rail service to Lewisville as early as 2010, with service to Denton not likely until 2013.
Read more
Sunday, July 22, 2007
Amtrak train stranded Saturday by flooding West of San Antonio
Heavy bout of Texas rains result in flooding, water rescues
July 21, 2007 - Copyright 2007, The Associated Press.
KNIPPA, Texas — Flooding stranded an Amtrak train Saturday and rescue crews elsewhere pulled at least 50 people to safety, including some from rooftops by helicopter, during a bout of heavy showers around San Antonio.
No fatalities or serious injuries were reported, and by late afternoon, numerous roads closed earlier by high waters from more than a foot of rain in some areas began reopening.
"The water is going down. Things are getting better," Medina County Sheriff Randy Brown said.
In Knippa, a small town about 75 miles west of San Antonio, water covering the tracks stopped a westbound Amtrak train carrying 176 passengers around 9 a.m. Amtrak spokeswoman Vernae Graham said buses were driving the passengers to El Paso, where they were expected to board another train early Sunday.
The train never lost power, but buses could not reach it until early Saturday evening because of flooded roads, Graham said.
Parts of northern Uvalde and Medina counties got as much as 17 inches of rain between 10 p.m. Friday and 10 a.m. Saturday, said Pat McDonald, a National Weather Service forecaster.
In southern Guadalupe County overnight, a possible tornado damaged four businesses and at least one house, said Sheriff's Department Cpl. John Batey.
Seco Creek overflowed, inundating the town of D'Hanis near San Antonio, Brown said. Many businesses were flooded with 3 to 4 feet of water.
Boats, fire trucks and helicopters rescued stranded residents, but only one minor injury was reported, Brown said. A shelter was opened in nearby Hondo, but Brown said he didn't know how many residents would stay there.
In Bexar County, rescuers responded to more than two dozen calls for high-water rescue by Saturday afternoon.
There were also 20 to 30 road closures in San Antonio because of high water, said Orlando Hernandez, Bexar County emergency management coordinator.
"Other than a couple of days, we've had rain for the last three to four weeks," he said. "The ground is saturated. Any rain we get is resulting in flooding."
The San Antonio, Guadalupe and Medina rivers and Leon Creek are above their flood stages. Hernandez said early flooding was in low-lying areas without many homes.
Police in Uvalde reported street closures across the city, but no mandatory evacuations or rescues. Road closures and rescues were also reported in Kendall Count, and some campgrounds along the Medina River were evacuated.
Read more in the Austin American Statesman
July 21, 2007 - Copyright 2007, The Associated Press.
KNIPPA, Texas — Flooding stranded an Amtrak train Saturday and rescue crews elsewhere pulled at least 50 people to safety, including some from rooftops by helicopter, during a bout of heavy showers around San Antonio.
No fatalities or serious injuries were reported, and by late afternoon, numerous roads closed earlier by high waters from more than a foot of rain in some areas began reopening.
"The water is going down. Things are getting better," Medina County Sheriff Randy Brown said.
In Knippa, a small town about 75 miles west of San Antonio, water covering the tracks stopped a westbound Amtrak train carrying 176 passengers around 9 a.m. Amtrak spokeswoman Vernae Graham said buses were driving the passengers to El Paso, where they were expected to board another train early Sunday.
The train never lost power, but buses could not reach it until early Saturday evening because of flooded roads, Graham said.
Parts of northern Uvalde and Medina counties got as much as 17 inches of rain between 10 p.m. Friday and 10 a.m. Saturday, said Pat McDonald, a National Weather Service forecaster.
In southern Guadalupe County overnight, a possible tornado damaged four businesses and at least one house, said Sheriff's Department Cpl. John Batey.
Seco Creek overflowed, inundating the town of D'Hanis near San Antonio, Brown said. Many businesses were flooded with 3 to 4 feet of water.
Boats, fire trucks and helicopters rescued stranded residents, but only one minor injury was reported, Brown said. A shelter was opened in nearby Hondo, but Brown said he didn't know how many residents would stay there.
In Bexar County, rescuers responded to more than two dozen calls for high-water rescue by Saturday afternoon.
There were also 20 to 30 road closures in San Antonio because of high water, said Orlando Hernandez, Bexar County emergency management coordinator.
"Other than a couple of days, we've had rain for the last three to four weeks," he said. "The ground is saturated. Any rain we get is resulting in flooding."
The San Antonio, Guadalupe and Medina rivers and Leon Creek are above their flood stages. Hernandez said early flooding was in low-lying areas without many homes.
Police in Uvalde reported street closures across the city, but no mandatory evacuations or rescues. Road closures and rescues were also reported in Kendall Count, and some campgrounds along the Medina River were evacuated.
Read more in the Austin American Statesman
Thursday, July 19, 2007
Timeline of Land Acquisition by Rail Roads
Chronology of the Northern Pacific & Related Land Grant Railroads
Compiled by George Draffan, Public Information Network, www.endgame.org July 24, 2001 version
Chronicles how land intended for settlers was deeded to Railroads. Even after some Railroads went bankrupt and did not provide services, they retained the land. President Lincoln was a railroad attorney and ceded more land to the railroads.
This is an important timeline.
Now we have a former rail road company (Texas Pacific Group) turned equity investment firm positioned to buy Texas's biggest power company, TXU. Public Private partnerships on transportation are nothing new for the United States. There is a rich history where the private corporations stopped providing services yet retained the wealth.
1916 There were 254,000 miles railroad in the U.S.
Railroads carry three quarters of all intercity freight
and 98 percent of all intercity passengers.
1950 There are 224,000 miles railroad in the U.S.
1959 There are 220,000 miles railroad in the U.S.
1978 Railroads carry 36 percent of total intercity freight
(trucks carry 25 percent; oil pipelines carry 23 percent).
They carry less than one percent of the passenger traffic
(autos carry 84 percent; commercial airplanes carry 12 percent).
1980 Railroads carry 38 percent of U.S. intercity freight traffic.
1980 Staggers Act deregulates railroads.
1991 There are 176,000 miles of railroad track.
Railroads haul 37.6 percent of freight traffic
THE CORPORTATIONS OWNING RAILROAD and/or Railroad acquired acreage
Compiled by George Draffan, Public Information Network, www.endgame.org July 24, 2001 version
Chronicles how land intended for settlers was deeded to Railroads. Even after some Railroads went bankrupt and did not provide services, they retained the land. President Lincoln was a railroad attorney and ceded more land to the railroads.
This is an important timeline.
Now we have a former rail road company (Texas Pacific Group) turned equity investment firm positioned to buy Texas's biggest power company, TXU. Public Private partnerships on transportation are nothing new for the United States. There is a rich history where the private corporations stopped providing services yet retained the wealth.
1916 There were 254,000 miles railroad in the U.S.
Railroads carry three quarters of all intercity freight
and 98 percent of all intercity passengers.
1950 There are 224,000 miles railroad in the U.S.
1959 There are 220,000 miles railroad in the U.S.
1978 Railroads carry 36 percent of total intercity freight
(trucks carry 25 percent; oil pipelines carry 23 percent).
They carry less than one percent of the passenger traffic
(autos carry 84 percent; commercial airplanes carry 12 percent).
1980 Railroads carry 38 percent of U.S. intercity freight traffic.
1980 Staggers Act deregulates railroads.
1991 There are 176,000 miles of railroad track.
Railroads haul 37.6 percent of freight traffic
THE CORPORTATIONS OWNING RAILROAD and/or Railroad acquired acreage
Tuesday, July 17, 2007
U.S. Mayors urge greater US Funding of passenger rail
By Faith Chatham - July 16, 2007
At the 75th Annual Meeting of the U.S. Conference of Mayors, in Los Angeles, June 22-26, 2007, many resolutions were adopted. The following resolution supporting changes in Federal Transportation Policy, urges Federal lawmakers to dedicate more resources toward inter city and intra city passenger rail was one of many resolutions passed at that convention. They argue the Federal government should dedicate more resources to inter-city passenger rail since US DOT now requires cities to help finance long-distance rail. To learn more about the organization visit the US Conference of Mayors website
A NATIONAL INTERCITY RAIL POLICY FOR THE 21ST CENTURY
RECOMMENDATIONS OF THE U.S. CONFERENCE OF MAYORS
At the 75th Annual Meeting of the U.S. Conference of Mayors, in Los Angeles, June 22-26, 2007, many resolutions were adopted. The following resolution supporting changes in Federal Transportation Policy, urges Federal lawmakers to dedicate more resources toward inter city and intra city passenger rail was one of many resolutions passed at that convention. They argue the Federal government should dedicate more resources to inter-city passenger rail since US DOT now requires cities to help finance long-distance rail. To learn more about the organization visit the US Conference of Mayors website
RECOMMENDATIONS OF THE U.S. CONFERENCE OF MAYORS
WHEREAS, congested metropolitan highways, limited options for expanding airport capacity, continued financial deterioration of the airlines, and rising fuel prices are urgent reminders of the transportation infrastructure crisis that is jeopardizing America’s prosperity; and
WHEREAS, September 11, 2001 highlighted that our nation needs viable alternatives to air travel, and it is clear that intercity and long distance passenger rail service is that alternative; and
WHEREAS, intercity passenger rail infrastructure has been underfunded for far too long by the federal government; and
WHEREAS, in the context of increasingly complex, costly and limited alternatives to an impending transportation system crisis, intercity passenger rail provides the opportunity to add capacity to the nation’s congested aviation and highway transportation modes; and
WHEREAS, intercity passenger rail provides a more fuel-efficient transportation option thereby providing cleaner transportation alternatives and helping reduce America’s dependence on foreign oil; and
WHEREAS, Amtrak intercity passenger rail service provides cities large and small with direct economic, social and homeland security interest and is a source of civic pride; and
WHEREAS, Amtrak, America’s national passenger railroad, served a record-setting 25 million passengers last year; and WHEREAS, Amtrak is the largest commuter operator in the nation, transporting more than 60 million commuters per year directly and an additional 348 million riders yearly indirectly through agreements and/or shared operations; and
WHEREAS, for many rural Americans, Amtrak represents the only major transportation link to the rest of the country and is especially important with discontinuance of bus service throughout much of the rural United States; and
NOW, THEREFORE, BE IT RESOLVED that The United States Conference of Mayors urges the Administration and Congress to stabilize Amtrak operations, infrastructure, and financials by appropriating Amtrak’s FY08 grant request of $1.55 billion while federal policy makers debate the immediate and long-term authorization for Amtrak; and
BE IT FURTHER RESOLVED, that The United States Conference of Mayors urges the Administration and Congress to establish a sustainable federal passenger rail trust fund, comparable to the highway and aviation trust funds, to provide Amtrak, states and local governments with a reliable source of capital and operating support for intercity passenger rail corridors; and
BE IT FURTHER RESOLVED, that The United States Conference of Mayors urges the Administration and Congress to enact tax incentives and pursue other measures to stimulate increased private sector participation to improve crossings, rail stations, and rail infrastructure; acquire rolling stock; offer commuter benefits and
transit-oriented development in support of intercity passenger rail; and
BE IT FURTHER RESOLVED, that The United States Conference of Mayors calls on the Administration and Congress to dedicate a portion of any proceeds from the federal issuance of bonds to fund transportation spending to an intercity passenger rail trust fund; and
BE IT FURTHER RESOLVED, that with the establishment of a sustainable federal passenger rail trust fund, The United States Conference of Mayors recommends to the Administration and Congress that a federal match program for intercity passenger rail corridor operations and capital be comparable to other modes of transportation, generally at 80% federal and 20% state funded, perhaps richer federal match under certain circumstances, to stimulate development where it is most needed, including encouraging intercity passenger rail-airport-transit connections and rail oriented development; and
BE IT FURTHER RESOLVED, that the long distance, including transcontinental passenger trains, form the basis for, and connections to, emerging federal-state supported corridors and provide an important transportation link for many rural communities and regions across the country; therefore, it is the recommendation of The United States Conference of Mayors to the Administration and Congress that the federal government maintain full responsibility for operating and capital; and
BE IT FURTHER RESOLVED, that The United States Conference of Mayors urges the Administration and Congress to delay enactment of long distance performance evaluations or benchmarks until the long distance infrastructure is brought into a state of good condition and numerous freight rail issues, including choke points, have been identified and solved; and
BE IT FURTHER RESOLVED, that with the establishment of a sustainable federal passenger rail trust fund, The United States Conference of Mayors recommends to the Administration and Congress that a federal match program for Northeast Corridor operations and capital be comparable to other modes of transportation, generally at 80% federal and 20% state funded, perhaps richer federal match under certain circumstances, to stimulate development where it is most needed, including encouraging intercity passenger railairport-transit connections and rail oriented development; and
BE IT FURTHER RESOLVED, that The United States Conference of Mayors urges the Administration and Congress to require that the composition of the Amtrak Board of Directors include a mayor of a city selected from among mayors of cities with an interest in passenger rail, especially in light of recommendations in the
Administration’s and Amtrak’s reform proposals that states and locals share the costs of corridor and long distance passenger rail service; and
BE IT FURTHER RESOLVED, that The United States Conference of Mayors urges the Department of Homeland Security take financial and operational responsibility for securing intercity passenger rail operations and infrastructure.
pp. 186-187 of Resolutions
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