11 March 2008 - Chicago Tribune

By Richard Wronski

The Canadian National Railway Co. is offering to spend $40 million for overpasses in suburban areas facing major increases in freight train traffic under its plan to bypass congestion in Chicago, the railroad said Monday.

The CN also pledged to cap Amtrak`s costs for the use of CN tracks, which the railroad said should calm fears that passenger service south to Springfield, Carbondale and other Illinois cities would be jeopardized by buying the Elgin, Joliet & Eastern Railway.

Both issues were addressed Monday in a letter from CN President E. Hunter Harrison to U.S. Sen. Dick Durbin and Rep. Melissa Bean, who have been critical of the CN`s plans.

Durbin, in response, told the Tribune that the railroad`s pledge of overpass money is inadequate and that the Amtrak offer would be only a ``temporary fix.``

The letter spells out commitments Harrison said he made to the Democratic legislators in a meeting Wednesday in Washington. Harrison told Durbin and Bean he was ``disappointed by your mischaracterization`` of the meeting in a news release the legislators had issued.

The CN seeks to buy the EJ&E -- which skirts the Chicago area from Waukegan to Joliet and Gary -- for $300 million. If the federal Surface Transportation Board approves the deal, freight traffic on the line would quadruple through many suburbs.

The letter said the railroad anticipates investing ``roughly $40 million for mitigation efforts,`` a reference to constructing overpasses at grade crossings.

Harrison previously told the Tribune the CN would pay its ``fair share`` for three or four overpasses along the EJ&E`s 198-mile route, with the federal and state governments picking up most of the tab.

But $40 million ``isn`t even close`` to the real cost of building needed overpasses and might pay for two at most, Durbin said. The EJ&E has 133 vehicle crossings.

The CN letter said it would allow Amtrak to continue paying its current rate, with an adjustment for inflation, for use of CN tracks running south from Union Station in Chicago.

But the CN fails to address Amtrak`s long-term need for a new rail crossing on the South Side that would prevent Amtrak trains from being delayed by freight traffic, Durbin said.

11 March 2008 - Crain`s Chicago Business

By Lorene Yue

Canadian National Railway Co. (CN) told key Illinois lawmakers that it won’t leave Amtrak holding the bag to maintain tracks CN shares with the cash-strapped passenger rail system if it purchases the Elgin Joliet & Eastern Railway.

The maintenance of the jointly used rail lines are just one of the sticky patches threatening to derail CN’s desire to purchase the EJ&E line from U.S. Steel Corp. CN wants to purchase the 198-mile bypass from Waukegan to Gary, Ind., to move freight faster through the area.

“To remove any uncertainty for Amtrak about the maintenance costs for which they would be responsible after CN ceases freight operations on the line, I agreed during our meeting to cap the costs to Amtrak for maintaining this line at the current level, indexed for inflation in future years,” E. Hunter Harrison, president and chief executive officer, wrote in a letter to U.S Sen. Dick Durbin (D-Ill.) and U.S. Rep. Melissa Bean (D-Barrington).

The letter, dated March 7 and released Monday, followed last week’s meeting between Messrs. Harrison and Durbin regarding CN’s desire to purchase the Elgin Joliet & Eastern Railway. Copies of the letter were also delivered to Phil Pagano, executive director for Metra, and Alex Kummant, president and CEO of Amtrak.

“Amtrak is considering its response to CN’s position, which would first be provided directly to CN,” an Amtrak spokesman said. “We would like to thank Sen. Durbin and Congresswoman Bean in their great interest in our service and their work to make certain Amtrak trains are considered, along with other factors, in the EJ&E transaction.”

The tracks and bridges that would require maintenance run along the lakefront and South Loop.

The proposal also has drawn multiple complaints from communities along the EJ&E line that don’t want more trains coming through their neighborhoods.

CN’s acquisition proposal is still being considered by the Surface Transportation Board, the federal agency which must approve the deal.

11 March 2008 - NBC 10 (Philadelphia)

An Amtrak train has struck and killed a man outside Philadelphia.

The accident happened around 6:30 p.m. Monday in Bristol Township, Bucks County.

Amtrak officials said train service was shut down for an hour afterward. After that, trains began moving again at reduced speeds.

Officials said the man was trying to cross the tracks when he was hit in the township`s Croydon section.

11 March 2008 - CBS 8 (Calif)

Amtrak has suspended train service between Martinez and Richmond because of a derailment of a freight train.

Amtrak says it is using buses to transport its passengers who use the Capitol Corridor Service, the San Joaquin Service, California Zephyr and Coast Starlight.

The derailment, which occurred around 10:20 p.m. Sunday, involved four freight cars operated by Union Pacific on a stretch of track west of Martinez.

A Union Pacific spokeswoman says there no injuries and the freight cars were empty. The cause of the derailment is under investigation.

Amtrak expects to be able to resume normal train service sometime Monday afternoon.

11 March 2008 - WJBC News

An Amtrak train headed to Chicago was held up near Lexington for about two-and-a-half hours last night after it collided with a truck that was stuck on the tracks. No one was in the truck when the northbound train ran into it. McLean County Sheriff`s police say the train was only going about 20 miles an hour when it hit the truck.

The truck driver reportedly ended up on the tracks after failing to negotiate a curve on 2360 East, ran off the road, went airborne and landed on the tracks at about 9 p.m. Monday.

Police are still searching for the driver. They say the truck was totaled before it was hit by the train.

Only minor damage to the train.

11 March 2008 - San Jose Mercury News

Amtrak train service in the Bay Area has resumed today, following a brief interruption caused by a Union Pacific freight train derailment in Crockett Sunday evening. Sunday afternoon`s freight train derailment west of the Martinez station occurred on tracks owned and operated by Union Pacific, prompting officials to temporarily close the railroad in the area. The closure meant that all Capital Corridor service had to be suspended in Martinez and Richmond, according to officials.

For much of the morning commute, passengers were bused between stops that had to be missed due to the track closure.

As of 11:30 a.m., all trains were being single-tracked through the affected area, according to Luna Salaver, Capital Corridor Joint Powers Authority pubic information officer. Passengers should expect system-wide delays of up to 30 minutes until both tracks are open, Salaver said.

11 March 2008 - San Jose Mercury News

By Erik N. Nelson

A Capitol Corridor commuter train struck a car near the Jack London Square Amtrak station Monday evening, prompting an AC Transit bus to illegally pass railroad crossing gates and become jackknifed on the tracks. Several trains were delayed, the worst an hour and fifteen minutes on the train that hit the car, which made an illegal turn in front of the train, an Amtrak spokeswoman said.

Oakland police said the driver of the car was not seriously injured and refused medical attention. No other injuries were reported.

The Capitol Corridor train No. 542 struck a car that was crossing the tracks at Embarcadero West and Franklin shortly before 6 p.m., throwing the car off the rails, according to an Amtrak spokeswoman.

As authorities sorted out the crash site, an AC Transit articulated bus attempted to cross at Embarcadero at Broadway, a block north of the accident, but jackknifed and became stuck.

Amtrak spokeswoman Vernae Graham said the incident was still under investigation and did not know if charges would be filed against either driver.

Such incidents are common on the Embarcadero, which serves as both street and railroad as it passes Jack London Square. The fastest speed trains can travel along the stretch is 25 mph.

Graham said she sees people and motorists trying to cross the tracks from her office at the corner of Embarcadero and Clay Street.

``I think people underestimate how fast the train is going.``

11 March 2008 - Modern Agent

Saying his administration is ``committed to providing Ohio`s urban areas with the tools they need to create jobs and attract investments to make their communities vibrant centers of commerce,`` Ohio Governor Ted Strickland has written a letter to Amtrak President & CEO Alex Kummant asking that the nation`s passenger rail corporation identify what is needed to initiate rail passenger service in the ``3-C`` (Cleveland-Columbus-Dayton-Cincinnati) corridor. Strickland asked that the analysis be done in two parts: Cleveland to Columbus and Columbus to Cincinnati (via Springfield and Dayton).

The governor called the 3-C the ``backbone of the Ohio Hub, the state`s long-term vision for passenger rail in Ohio.`` The work will be performed by Amtrak and funded by the state of Ohio.

Amtrak will also work with the major freight railroads, which own the track, to determine the capital needs for rail improvements to the corridor that would not only enable passenger service, but increase capacity for greater freight movement. All Aboard Ohio President Bill Hutchison lauded the governor for ``taking this first step and showing leadership in recognizing the potential of rail development in Ohio. Many other states have already seen remarkable benefits from the implementation of passenger rail services with Amtrak from Maine all the way to California.`` Cleveland is currently served by two daily Amtrak trains, the Lake Shore Limited and the Capitol Limited, operating between Chicago and the East Coast, while Cincinnati is served three days weekly in each direction by the Cardinal between Chicago and New York City, via Indianapolis and Washington. Dayton and Columbus have not been served by Amtrak trains since the 1979 discontinuance of the National Limited. The 3-C corridor was never served by Amtrak and lost its passenger trains before Amtrak service began in 1971. Call 800-USA-RAIL or visit www.Amtrak.com.

 

10 March 2008 - Newark Star-Ledger via NJ.com

By Michael A. Wattkis

NJ Transit and Amtrak trains were experiencing delays of as long as an hour this morning on the Northeast Corridor, North Jersey Coast Line and the Raritan Valley Line because of signal problems near Newark Penn Station, officials said.

Dan Stessel, a spokesman for New Jersey Transit, said Amtrak was working to correct the problem, ``but our customers can expect delays of varying degrees for the rest of the rush hour.``

Stessel said the problem with the Amtrak signals occurred just before 6 a.m..

He said it was not immediately known how long it would take Amtrak to fix the problem.

Customers may experience crowding conditions, Stessel said. New Jersey Transit buses was cross-honoring rail tickets.

10 March 2008 - Philadelphia Daily News via Philly.com

By Stephanie Farr & Dan Gross

An Amtrak police officer responding to a disturbance at a McDonald`s inside 30th Street Station was shot in the foot yesterday.

The 28-year veteran of the Amtrak police force - identified by Amtrak officials as James Bullard - suffered broken bones in his left foot and was listed in stable condition at Hahnemann University Hospital last night, Philadelphia police officials said.

A woman in her 30s, whose name was withheld by police, has been charged with attempted murder, aggravated assault, simple assault and related offenses in the incident, police said.

Marvin Jones, of West Philadelphia, was eating inside the restaurant when the woman allegedly began arguing with McDonald`s employees at about 11 a.m.

Jones said it appeared that the woman, ``who looked like she didn`t have nowhere to live,`` was trying to get a refill on her coffee, but the staff was refusing her request.

Bullard responded to the disturbance and attempted to get the woman to leave. As soon as he approached, Jones said the woman reached for the officer`s gun.

Jones didn`t see who fired the gun but said he heard a gunshot as he fled the restaurant, sweet tea in hand.

``They can keep the food,`` he said. ``I just didn`t want to get shot.``

A single bullet-ridden boot worn by the officer, which was left on the restaurant floor, was the only remnant of the crime scene.

Lt. Frank Vanore, a Philadelphia police spokesman, confirmed that the shooting stemmed from the woman`s refusal to leave McDonald`s upon the officer`s request.

``She became unruly, a struggle ensued and she attempts to grab his gun from the holster,`` Vanore said.

``During that struggle, his gun does discharge one time and strikes him in the left foot.``

Vanore said the woman discharged the firearm, not the officer.

``Her hand was on the gun,`` he said.

10 March 2008 - Lakeland (Fla.) Ledger

As if CSX Transportation didn`t have enough trouble with scrutiny of plans for commuter rail and a Winter Haven freight terminal, the railroad company also may have competition.

Amtrak officials visited several cities and several legislators last week about the semi-federal agency`s program of ``intercity`` transportation.

``They don`t call it commuter rail, but what they were talking about for at least one segment would be multiple daily trips between, say Tampa and Orlando, which is commuter by any other name,`` state Rep. Dennis Ross, R-Lakeland, said. ``And federal law says Amtrak can request and get use of private tracks for this purpose.``

Ross and Sen. Paula Dockery, also R-Lakeland, met with Amtrak officials last Monday.

The service has to be requested by local governments, which would then have to pay for it, but it doesn`t involve the kind of insurance guarantees, payments to remove freight trains and other issues now coming to light with the Orlando area commuter rail line proposal.

If, say, there were intercity service between Tampa and Orlando and Orlando and Deland provided by Amtrak, would the state need to spend the $491 million it has appropriated for CSX`s rail line for commuter service? Still, the cities wouldn`t get the Amtrak service for free.

It is possible that legislators could call Amtrak officials to appear in Tallahassee to discuss the program that is now in effect across the nation, Ross said.

Dockery sits on the Senate Transportation Committee.

Among the other legislators Amtrak officials met with last week was Rep. Ed Homan, R-Tampa, who has been critical of CSX for its flagman policies that he says are costing the state large sums of money.

10 March 2008 - Naples (Fla.) Daily News

By Kelly Farrell

No passenger train will be coming to Naples or most U.S. cities anytime soon, the head of the company that owns Union Pacific Railroad says.

That doesn’t mean they won’t be needed, said James R. Young, president and CEO of Union Pacific Corp., the parent company of the Union Pacific Railroad, in a Naples speech Friday.

“The number one question right now is how is this country going to keep up with the transportation infrastructure,” Young said.

Young addressed about 300 members of the Forum Club of Southwest Florida Inc., a nonpartisan group that holds frequent forums with business, political, and education leaders. Friday’s event was at the Naples Beach Hotel and Golf Club.

Although more passenger trains will be a necessary resource to avoid a future national transportation infrastructure crisis, the railroads are currently operating at capacity with freight operations alone, Young said.

“The interstate highway system was built in the ‘50s. It’s time for a change,” he added.

Although the railroad industry is the largest consumer of diesel fuel in North America, using 1.3 billion gallons a year, it is still much more efficient than highway freight transportation.

“One ton of freight travels 790 miles by train using one gallon of diesel. That’s like if you got over 100 miles to the gallon in your car,” Young said.

Young began his railroad career with Union Pacific in 1978 after graduating from the University of Nebraska at Omaha.

He held various management positions before becoming president and CEO in 2005 and chairman in 2007. Under his leadership, Union Pacific’s stock shot up from about $70 a share in 2005 to about $120 a share as of Thursday.

Union Pacific currently operates without any government subsidies, but that would need to change for the operation of more passenger trains, Young said.

“The government would need to subsidize (passenger trains). They can run right next to the freight lines, but they need their own rails,” he added.

Young predicted the crisis in the limited highway infrastructure will be seen in 2020 if the highways continue to be used as they are now. Total gridlock would be the worst in California and the Northeast, according to his predictions, but smaller pockets of gridlock would occur in most large cities across the country.

“Union Pacific Railroad began with Abraham Lincoln and an act of Congress in 1862 … it will take another act of Congress to bring passenger railways,” forum member David Rismiller said.

According to Young, taking freight trains off the rails in order to add passenger trains isn’t a viable solution.

“One train takes up to 280 trucks off the highway and rail is the safest mode of transportation, especially for the chemicals and toxic inhalants we transport,” he explained.

Trains are used to transport the chlorine used in our water, 80 percent of the vehicles on our roads, the lumber used to build houses and the majority of products that come in and out of our ports.

“Our trains touch your lives every day,” Young said.

Many audience members said they didn’t realize the full impact that trains still had in the U.S.

Several high school students were among those in the audience of mostly retired business executives.

“I had no idea how much trains were still used,” said Vanessa Martinez, 16.

10 March 2008 - Sun-Chronicle, Attleboro, MA

By Ted Nesi

MANSFIELD - If residents in the north part of town have noticed passing trains blowing their whistles less often, they can thank Steve Passanisi.

Like other Mansfield residents who live near the tracks, Passanisi, 51, says the blaring of train whistles at all hours of the day and night, particularly by Amtrak`s high-speed Acela trains, has been getting on his nerves ever since he moved to Howe Street last year.

But unlike other residents, Passanisi decided to take matters into his own hands - and he got results.

Effective last Monday, Amtrak has done away with its longstanding whistle-blowing policy at all MBTA train stations in Massachusetts, The Sun Chronicle has confirmed.

From now on, train engineers are not supposed to whistle when they pass through a station unless there is a specific reason to do so. A spokesman for the MBTA said their engineers will also follow Amtrak`s new policy.

In an e-mail, Amtrak spokesman Cliff Cole said the MBTA stations` electronic notification systems made the ``old whistle notification process redundant, and allows Amtrak to have a consistent application of a notification procedure in place across our territory.`` Cole added, ``These actions are not a reaction to any particular incident.``

Maybe so, but Amtrak`s switch follows a months-long effort by Passanisi - a Mansfield native - to convince railroad officials to crack down on unnecessary and excessive whistle-blowing. The problem has been particularly acute for residents of Angell Street, which runs parallel to the train tracks.

``I`m just the type of person that, when I see something that doesn`t make sense, I like to fix it,`` Passanisi said.

``By me monitoring this, I have seen with my own eyes that there really isn`t any consistency, or any sense, to what they do,`` he said. ``And that`s why I have come forward to find out what the hell is going on.``

In the process, Passanisi talked with officials from Amtrak, the MBTA, and even the Federal Railroad Administration. Some officials were helpful, others less so, he said, and he saw numerous inconsistencies in the transit agencies` policies.

Now that the problem seems to be fixed, Passanisi is glad to have made a contribution to the greater good.

``I`m more than happy to donate my time to make Mansfield a better place to live in any way, shape or form that I can,`` he said.

10 March 2008 - Associated Press via Bismarck (N.D.) Tribune

TRENTON (AP) - It might take until the end of the month to finish cleaning up from a Jan. 12 derailment on the edge of this northwestern North Dakota town, BNSF Railway says.

Spokesman Gus Melonas said the railroad is still investigating the cause of the wreck and tallying damages.

Twenty-three cars left the tracks, spilling lumber, paper and french fries. Crews are cutting up destroyed rail cars into smaller pieces to be shipped away.

No one was hurt in the derailment but the track had to be closed for a time, and Amtrak passengers had to be bused. Amtrak uses the same line as BNSF.

10 March 2008 - North County Times, Escondido, Cal.

ENCINITAS -- An Escondido woman died after she was hit by a train Saturday morning in Encinitas, authorities said.

The county medical examiner`s office identified her as Nicole Housley, 36.

Authorities said Housley stepped in front of a southbound Amtrak train near Leucadia Boulevard and Highway 101 shortly before 11 a.m. She was pronounced dead at the scene, said Sheriff`s Department Lt. Bill Donahue.

The sheriff`s railroad enforcement team is investigating the case as a suicide.

10 March 2008 - BestFares.com via Dallas Morning News

By Tom Parsons

If you are planning a trip during which you`ll be visiting more than one city, taking the train can be an affordable option for ground travel. If you want to see both Seattle and Portland, Philadelphia and New York, or Tampa and Orlando, you could fly into one city, out of the other and relax on the train when traveling between the cities.

Amtrak has discounts for AAA members, seniors, students, children and veterans, plus weekly specials and limited-time offers for all travelers. You often have to provide a code to get discounts on Amtrak, and many of these discounts are not listed on its Web page, so check around.

Check the convention and visitors bureaus for the cities you are visiting to see whether they have an Amtrak discount code. For example, travelers can enjoy a free companion fare on Amtrak Cascades travel to Portland, Ore. The offer is valid for purchase and travel through May 23. Customers must use promotion code H750 when booking. Blackout dates apply. Go to www.travelportland .com/deals/amtrak.html.

Travelers to Orlando can save 20 percent off the best available Amtrak rate with the free Orlando Magicard. The offer is valid for travel on the Auto Train, Silver Service and Sunset Limited through May 31. Use fare code V673. Restrictions apply. Contact: 1-800-972-3304; www.orlando info.com/magicard.

The Downeaster train, which runs between Boston and Portland, Maine, with stops in between, is offering half off senior fares for travel on Tuesdays, Wednesdays or Thursdays, and kids ride free on Sundays. These offers are valid through June, with a three-day advance purchase. For the kids offer, up to two children ages 2 to 15 can ride free per paying adult. Use promo code V481 for the seniors offer and V486 for the kids offer. Other offers may be available. Go to www.amtrakdown easter.com/promotion.php.

Travelers can save 20 percent off rail tickets to the Santa Barbara County, Calif., cities of Santa Barbara, Buellton, Carpinteria, Goleta, Guadalupe, Lompoc, Santa Maria, Solvang or Surf. The offer is valid on the Pacific Surfliner and San Joaquin routes for travel through Dec. 11. Tickets must be purchased at least three days in advance. Restrictions apply. Travelers must register online to get a valid code for this offer. Go to www.santabarbaracarfree.org/traindiscount.htm.

High school juniors and seniors can receive 50 percent off a companion ticket when they take the train to visit college campuses. Additional children ages 2 to 15 can travel for half off regular fares. The offer is valid for purchase by Dec. 8 for travel through Dec. 18. Tickets must be bought at least seven days in advance. Restrictions apply. Travelers must fill out an online form at www.campus visit.com/amtrak to receive a promotion code.

To book trips on Amtrak, contact 1-800-872-7245 or go to www.amtrak.com.

If you are heading to Europe this spring or summer, Rail Europe is offering a free travel day when you purchase well in advance. Travelers who purchase six-, eight- or 10-day Eurail Selectpasses by March 31 will qualify for the offer. Passes are valid for use within six months from the date of purchase. Contact: 1-888-382-7245; www.raileurope.com.

10 March 2008 - In Business; Las Vegas, Nev.

By Richard N. Velotta

Most people who have flown into or out of McCarran International Airport have ridden on a product developed by Bombardier Transportation, a global leader in rail transportation.

The shuttles that whisk passengers between McCarran`s main terminal and the C and D gates were manufactured by Bombardier. So was the Las Vegas Monorail system that snakes along the east side of the Strip resort corridor.

In the months ahead, Bombardier`s profile in Las Vegas will get even larger as the company builds a new underground transport system to the D gates from the new Terminal 3. In addition, the monorail company is attempting to get financing for an extension of the monorail line to the airport, a project many have suggested would rescue the financial fortunes of the transportation system.

Heading the local Bombardier effort is Steve Stowe, who oversees a staff of about 100, most of them recruited in Las Vegas, from offices at the monorail maintenance facility on Joe W. Brown Drive.

Stowe, who joined Bombardier in 2001, has 40 years of experience in rail transit operations in the United Kingdom, Hong Kong and the United States. He started up Las Vegas Monorail operations and the Newark AirTrain Monorail System at Newark, N.J.`s Liberty International Airport, a system he still oversees.

Stowe talked with In Business Las Vegas about McCarran`s people-mover systems, the monorail and other transportation issues related to Las Vegas.

Question: You have more than 40 years of experience in mass transportation and Bombardier is one of the world`s leading companies in this field. Why does the company have an office here?

Answer: As you said, Bombardier actually is the world leader in rail supply technology. We have some 30,000 employees worldwide and you`ll probably be surprised to learn that we`ve actually supplied over 100,000 vehicles to 60 countries in our history that are now in service. As far as Las Vegas is concerned, probably even more surprising to most people is that I suspect that most people who live in Las Vegas or who visit Las Vegas have ridden a Bombardier system and I`m not necessarily talking about the monorail. I`m talking about our systems at McCarran Airport, our people-mover shuttle systems that have been in operation since 1985, the first system, and the second D-leg system, which was added later. So we`ve got some 25 million people a year riding those shuttle systems at the airport alone. Bombardier has 100 employees here in Las Vegas. We have 25 at the airport and 75 here at the monorail operation that we have been running since 2004.

So the main systems you have here are the monorail and the people-movers at the airport?

That`s correct.

Demand for people-movers and monorails seem to be lower than light-rail trains and buses. How does Bombardier compete?

Bombardier supplies a whole range of rail transit solutions. We actually provide, at this end of the demand scale, the people mover and the monorail right up to the high-speed rail systems that you would be familiar with in the Northeast (U.S.) Corridor - the Amtrak trains. The Acela train, was provided by Bombardier. We provide whatever solution is necessary to meet the transportation project that is required to be served. We provide totally across the whole gamut of transit operations. We`re not necessarily competing people-mover against light-rail system or monorail against light-rail system. It really depends on what are the requirements of that particular transportation need.

The trams at McCarran International Airport seem to be quite reliable. What types of things have to be done to maintain those systems?

That`s an excellent system. The C-leg system has now been in operation since 1985 and the D-leg in the 1990s. There are two aspects to maintaining an efficient system. One is the technology itself. The technology has multiple computer systems. Each cam is checking each other. So if the system goes down, the computer is checking many thousands of times each second. The technology is inherently reliable to begin with. In addition to that, we have a very stringent regime of safety-critical inspections of planned maintenance procedures. Those procedures haven`t just been developed for McCarran Airport. Bombardier`s operation and maintenance division actually has 20 such people-mover systems around the world. So we`ve learned from a lot of experience. Our first system was put into operation at Tampa airport in 1971. So we`re building on 30-plus years of experience in operating these systems. We bring that experience and leverage that experience to the new systems like McCarran and even the Las Vegas Monorail.

Where are you besides McCarran and Tampa?

In the New York area, the air-train system at JFK and the air-train system at Newark are both supplied and operated and maintained by Bombardier. Later this month, we`ll be opening a new people-mover system in Beijing, in time for the 2008 Olympics. We have a system in Frankfurt (Germany) and at Atlanta`s airport `` the busiest airport in the world, it carries some 85 million people a year. So these are must-ride systems. These are systems that have to operate at the highest levels of efficiency. The people-mover at Las Vegas runs at almost 100 percent efficiency, 24/7.

Bombardier built the short above-ground tram to McCarran`s C gates, then followed with another that included an underground component for the D gates. What`s the new system from Terminal 3 going to be like?

It`s like the underground. It`s a 1,200-foot shuttle system, very similar to the D-leg system, maybe a little shorter. It will have six cars, three on each leg. It will open when Terminal 3 opens. That contract is going well and we`re keeping pace with the Terminal 3 construction.

It`s going to be completely underground, right?

Yes, it will come from Terminal 3 into the D-gate system along a tunnel.

What are the challenges of building underground systems here? I`ve heard the rock is difficult to work with.

It`s largely a civil engineering challenge, obviously. For our systems, that`s really not the challenge. We typically don`t build the civil construction ourselves. We would either have a partner or the owner would provide the tunnel, as is the case at T-3, and our system would operate within it. So for Bombardier, it`s not really an issue, it`s really for the civil contractor.

You also maintain the monorail system in Las Vegas. What challenges have you had for the monorail?

This is a new technology. It`s the largest monorail urban system of its type, fully automated. In my 40 years` experience, the level of efficiency is really quite incredible. The performance of this system is keeping with any world-class people-mover system. Obviously, the challenge is that it is completely elevated so maintenance is always a challenge. We conduct our maintenance at night in a three- or four-hour window. So scheduling our maintenance is something that requires particularly well-planned activities. The technology, itself, is extremely reliable. Every day, we schedule approximately 2,300 stops of the monorail system. We operate the system at approximately 99.3 percent availability. What that means is that every day during those 2,300 stops, we fail to perform at only 13 stops. That`s an incredible level of performance when you think about it.

When there`s a big convention in town, you can put additional trains on the system. Is that part of the performance challenge as well?

Not really. I think that shows the capability of the system, so it`s quite the reverse. Typically, we operate the system here with a maximum number of seven trains in operation. We have nine trains in the fleet. For a large convention like CES, we would actually run all nine trains. During those days, the ridership would increase from the average by at least 100 percent, well over 40,000 people a day. So the system copes extremely well and it proves the opportunity to expand and the flexibility inherently built into the system.

In its early days, the monorail was confronted with some major operational issues, including an enormous safety problem that involved pieces of the train falling off. We`ve been told that the start-up is the worst time for any new system, but isn`t that kind of a safety matter extreme?

Bombardier`s No. 1 priority in any activity is safety, first the passenger`s safety and secondly, the safety of our employees. We always hold that paramount above everything. Today, we`re operating at levels of efficiency that any rail operator would be proud of. This system is truly world-class and this system here is really a gem and, frankly, provides a great opportunity for Las Vegas to build upon this fabulous transportation system.

Critics of the Las Vegas Monorail say it`s failing because it hasn`t met ridership projections. What`s your assessment?

On average, the system is carrying around 20,000 people a day. If you look at other transit systems around the country you`d see that`s a pretty healthy number. And, as I mentioned earlier, during the heavy conventions and New Year`s Eve, we`re carrying well over 40,000 people a day. And that means there are 40,000 people riding the monorail who aren`t in their cars and not out on the street and allowing more space on the roads for other modes of transportation to operate. So I would say it is a success, quite the reverse.

One of the monorail`s critics earlier this month called for the system to be dismantled. Do you think there`s a chance that the system`s fortunes can be resurrected? What has to happen?

I think we`ve all seen in recent years what`s happening here in Las Vegas. The Strip is congested. The development along the Strip is adding more and more vehicles that can hardly move down the Strip. I think the last time I tried to drive down the Strip on a weekend evening, it probably took me one hour to drive from one end to the other. The monorail provides a great opportunity to take transportation off the road level and add to the overall capacity of the transportation system in Las Vegas. In the end, it`s all going to be about mobility. The development of Las Vegas is going to depend on getting people from the airport to the resort as efficiently and quickly and safely as possible. To me, the monorail presents a great opportunity build on. We`ve seen the success here. It`s carrying the people. It carries people effectively and expansion to the airport will surely only add to that.

A number of supporters of the monorail have said that extending the system to McCarran and to the west side of the Strip would be the boost it needs to make the system viable. What`s your assessment?

Bombardier`s been committed to this project from Day 1. We`ve worked in cooperation with the Las Vegas Monorail from the time we started building the system. We continue to cooperate in a true partnership. We believe we have a true partnership with the Las Vegas Monorail Co. and I know they feel the same. As I said earlier, an extension to the airport can only add to improve the overall mobility of Las Vegas. We`re excited about the opportunity to be a part of that and we`d be thrilled to work with the Las Vegas Monorail Co. on that project.

Isn`t it also true that if the monorail were extended to the airport that it would go right past the Thomas & Mack Center and, as things stand now, it would go right past the new 20,000-seat arena being built by a joint venture involving Harrah`s. Has that been considered in ridership numbers and will the monorail be able to hang on?

Any extension of the monorail that takes it by high-capacity activities, be it resorts, be it the types of activities described, can only be beneficial. But obviously, moving people to and from the airport is a critical key.

What about transporting luggage to and from the airport? Would that be a problem?

That`s something that would have to be reviewed and dealt with. There are various types of people who arrive at the airport, some with lighter luggage, some people bring a lot of luggage. So there are lots of markets operating in and out of the airport.

But is there an opportunity to transport luggage on the monorail?

At some level.

It`s clear that the resort corridor needs additional mass transit options. How should Las Vegas press ahead `` finishing the monorail, developing light rail or using buses, perhaps with dedicated lanes?

It`s a combination of all those aspects. We personally believe the monorail can add a lot to mobility in Las Vegas. The big beauty of the monorail is that it takes transportation off the street level so it can provide a maximum amount of transportation and throughout. So we believe the monorail can truly be a key part of the overall mobility plan.

How about overhead light-rail systems?

It depends on the needs. It all depends on the demand projections. You have to decide what is the projected passenger flow and then find the solution that meets that flow. It varies depending on the needs of the project.

A Las Vegas Monorail train passes Bally`s last year. STAFF FILE PHOTO What are the benefits versus the liabilities of light rail versus monorail?

Light rail typically is a more high-capacity system, more urban, longer haul. The monorail is very adaptable to short haul, maybe less capacity, but sufficient to meet the needs.

We talked a few minutes ago about the difficulty of developing underground transportation systems. How plausible would it be to build a Strip subway to alleviate some of the congestion?

That`s something that could be looked at. I`m sure the Regional Transportation Commission has looked at it. Any underground construction project comes with construction issues. Whatever the solution, I can assure you that Bombardier will be interested in supporting any.

And how much would something like that cost?

I really don`t know.

The Regional Transportation Commission has pretty much written off light-rail train transportation in Southern Nevada in favor of high-tech buses. What do you think?

It comes down to the solution you need. Each of those technologies has its merits in the right context. You`ve really got to look at the context and the application and then it`s a decision for the RTC to come up with. Each has its merits.

So is the RTC right to start with the high-tech buses?

It`s certainly an interesting technology, but other options are obviously worth interest.

Las Vegas` largest tourism market is Southern California. There are train tracks in existence between Los Angeles and Las Vegas. Why don`t we have passenger train service between those cities?

That is certainly an interesting project and has been talked about for many, many years, and why it disappeared. I think, personally, it`s very exciting and Bombardier has technical solutions to support such a project.

A couple of companies have proposals for high-speed trains or maglevs linking L.A. with Las Vegas. What`s their economic viability?

I think that`s for the economists to say, but my personal opinion is that there potentially is. The market between California and Southern Nevada is significant and it really comes down to the economics of the proposal.

Would it be able to compete against existing air traffic?

Certainly in time. Door-to-door would be able to compete. If somebody is prepared to provide the alignment, Bombardier would provide the technology.

Europe and Asia seem to have extremely viable high-speed train systems that make money. Why can`t we do that in the United States?

I think we do in certain places. If you think of the Northeast Corridor, the Washington-to-New York, Philadelphia, Boston corridor, that`s extremely viable. It provides a very economic transportation solution. It`s extremely popular. What you`re looking at is the density of population. If you compare Europe and certainly Southeast Asia to certain parts of the United States, the population along the transportation corridor is significantly higher. Obviously, that makes for a much more viable transportation solution. We do have that in the United States in certain locations.

The Acela has been very successful there, right?

It`s extremely popular and it provides an essential artery in the northeastern United States.

Bombardier also is going to be in Beijing in time for the Summer Olympics. What can you tell us about that?

It`s an airport application. It`s very similar, actually, to McCarran. It`s an interterminal connector. One of my colleagues is jumping on a plane to fly to Beijing to assist in the final testing and commissioning. We expect to be carrying passengers this month (February), well in time for the Olympics.

10 March 2008 - State Journal-Register, Springfield, Ill.

Central Illinois commuters facing gas price increases may be relying more on mass transit options such as city bus service and Amtrak.

Linda Tisdale, director of the Springfield Mass Transit District, said Friday that the agency doesn’t have current ridership numbers, but officials do know totals were up in February.

“When the (gas) prices first started spiking a few years ago, people came in and picked up schedules and said, ‘I’m riding the bus,’” Tisdale said. “We printed schedules two months ago, and they’re already gone. They usually last longer than that, so maybe people are gearing up to ride.”

Amtrak ridership on the Chicago to Springfield to St. Louis corridor is up 24 percent over the same period last year. Between October and January this year, the five trains to Chicago and the five trains back had 170,455 riders, compared to 137,882 the same time last year.

Chicago-based Amtrak spokesman Marc Magliari said the company believes gas prices are one of the reasons.

“Whenever there’s a major move in gas prices, anecdotally we can see increased traffic on the Web site,” he said. “Another metric we use is the call volume to our (toll-free) call center. Both of those go up.”

Magliari also said people who use the Amtrak station have been having trouble finding parking spaces in the lot because it’s often full, so Amtrak has been working with other agencies to arrange for overflow parking.