Northern New England Intercity Rail Initiative
Public Meeting
November 19, 2014, 7-9 PM
Union Station, Worcester, MA
The Massachusetts Department of Transportation and Vermont Agency of Transportation hosted a
public meeting in Worcester, MA to provide an update on the Northern New England Intercity Rail
Initiative (NNEIRI), including a review of three alternatives to improve rail service currently being
evaluated by the study team.
Ammie Rogers (Massachusetts Department of Transportation) welcomed attendees. Ron O’Blenis
(HDR), project manager for the consultant team hired to conduct the NNEIRI study made a 45
minute presentation that was followed by public discussion. The presentation provided an overview
of NNEIRI. The rail corridors under study include 470-route miles and cover two primary segments
that overlap in Springfield, MA – Boston to Springfield, MA and New Haven, CT to Montreal
Canada. While the study is a partnership of VTrans and MassDOT, it is being done in collaboration
the Connecticut Department of Transportation, the New Hampshire Department of Transportation
and the Ministère des Transports du Québec with support from the Federal Rail Administration.
The study examined 18 preliminary options with variations of speeds (79, 90, 110, 125 MPH),
equipment (tilt and non-tilt), track engineering specification modifications (super-elevation and
unbalance) and number of locomotives per train set (one or two).
The methodology used to assess initial options included: a train performance calculator, station
stopping patterns, daily frequencies, train service times, ridership and infrastructure requirements.
The study identified three alternatives, with an additional No Build alternative as a benchmark for
evaluating the options. Alternative 1 has additional local and express trains, with speeds up to 59
mph, with projected ridership at 597,900, operating and maintenance cost of $42 million and requires
$24 million in funding. Alternative 2 has more local and express trains to the Alternative 1 level and
has speeds up to 79 mph, with projected ridership at 1,052,500, operating and maintenance cost of
$73 million and requires $39 million in funding. Alternative 3 offers more local and express trains
than Alternative 2 and has speeds up to 90 mph, with projected ridership at 1,170,700, operating and
maintenance cost of $86 million and requires $48 million in funding
Using the No Build Alternative as a benchmark, an environmental screening of the three alternatives
was conducted that included natural, historical and human resources, land use, and construction
impacts. The analysis found minor and moderate impacts on the corridor overall and in specific
locations. The screening results concluded a Tier 1 EA is the appropriate National Environmental
Policy Act (NEPA) Class of Action, subject to Federal Rail Administration concurrence.
The next steps of the study will include the conclusion of the analysis of alternatives, with a
determination of a preferred alternative that will be reviewed at a stakeholder committee meeting and
public meetings in early 2015. The team will complete a Tier 1 NEPA Analysis and final Service
Development Plan by September 2015.
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Questions and Comments
Following the presentation, attendees asked several questions and offered comments (see italics).
Responses to the questions were made primarily by Ron O’Blenis of the study team.
Alternatives
I live in Connecticut and, given what has happening with Metro North, is it better to go slower and
know that you won’t kill your passengers?
The groundwork for a safe operation is through better infrastructure, such as signals. The speeds we
are talking about are not very high speeds and the infrastructure would support a very safe operation.
I think many of us have had the experience of enjoying European high speed trains. It’s marvelous. I
live in Hartford and much in tune with Metro North comings and goings. We are told that the North
East Corridor is the most heavily used part of the Amtrak system. We are also told the volume of
activity of the New Haven Division of Metro North is the most heavily used in the nation. We have
also heard that the infrastructure is showing signs of old age. If we’re going to revive the rail system
from Washington to Boston and up to Montreal, is there any point in going half way or should be
looking at Alternative 3 as the most appropriate means of investment. As I look at your other
alternatives, they don’t seem to go far enough. Has this been addressed?
The total costs that we believe need to be invested are significant but will ensure that the system is
safe and reliable and has a long life. The numbers that we are estimating support “reliable service.”
Many of the connections you mentioned are part of the master planning for the new Connecticut
service. We are extending service into Boston. These trains are already planned.
Is there any point in trying to make greater speed and not replace the century old tracks? Don’t we
have to upgrade tracks if we’re going to do anything meaningful?
Yes, that’s what we’re going to do through these alternatives. All have a state of good repair mandate
built into them.
Why bother with Alternatives 1 and 2 when we really need new tracks?
Alternatives 1 and 2 have substantive improvements to track infrastructure and make state of good
repair a priority.
There were other options presented in the Springfield public meeting. Why were they eliminated?
Most were related to the higher speeds and variations on service. All were based on using the
existing infrastructure. Infrastructure constraints are key to why many of the options were eliminated.
You weren’t looking at other possible routes?
No, the footprint has always been the existing rail corridor for this study.
Ridership
Do you have the ridership for the Boston to Worcester MBTA commuter service?
We do not have numbers for the Boston to Worcester MBTA commuter market. The numbers
available right now are just the forecast Boston to Springfield intercity market. The Boston to
Worcester market is also a different demographic than what we are looking at here. We are looking
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into intercity rail as opposed to commuter rail. The one comparison could be people using Amtrak to
travel from Providence to Boston since these people would be paying extra for a premium service.
Shouldn’t you study Amtrak’s Providence-Boston route as a way of marketing this rail service?
Obtaining federal dollars usually requires this and will be a major piece for getting federal dollars.
Regarding local trains from Boston to Springfield, does it make sense to have these in the MBTA
system? Also, do you think there’s a market for trains to go into North Station?
South Station is being evaluated by an ongoing study. We’re assuming that this program will be in
place by the start of NNEIRI service. But, we do not have details for the Grand Junction question.
All intercity service is now Amtrak service and we don’t know who would operate this necessarily.
There is some opportunity to integrate intercity and commuter rail systems but more information on
this would be developed through the Service Development Plan.
This isn’t a commuter operation? We have a lot of people worried about getting to work. People
want to get rid of cars. Really, how much ridership will be going to Montreal every day? How much
will Vermont, New Hampshire and Montreal be willing to kick into this? If we had time to get into
this, we could discuss the origin-destination pairs. There’s strong ridership in the pairs in between
but not between Boston and Montreal.
We believe there are substantive numbers of people who will take this service. The targeted
demographic are intercity riders as opposed to commuters, though there are some commuters who
might utilize this service.
How much will Vermont, New Hampshire and Montreal be willing to kick into this?
The contribution of each state has not been determined.
As far as the assessment goes for usage of the lines, will there be some sharing in the maintenance
costs?
We recognize that there could be some cost sharing with the rail owners and there will need to be
future negotiations on this point. This is going on at a national level right now and will require
nationwide solutions.
What is environmental impact of rail? Where are these people coming from? Can we talk about
savings from people getting on a train as opposed to plans or cars?
We have to calculate this figure. We do know the ridership isn’t necessarily a business core market
or commuters. Some people from Providence to Boston are willing to pay a premium fare to use it.
We are looking at ridership on the segment. We can get into details and provide this.
When will the locally preferred alternative be presented? Where and when will it be held?
We anticipate presenting a preferred alternative at public meetings in early 2015. Those meetings
have not been scheduled.
How long are you taking comments?
The end of 2014 will be the cut off dates for comments on the three alternatives.
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Is there a plan to solicit support through better outreach?
Yes, we are talking about this.
Cost
I have a question about the costs for prospective bridges and I have a background in the bridge
inspections. Your numbers seem low. Could you please explain them?
We are not looking to put sidings where bridges do not exist. Also, most of the double track has
existing bridge structures. There are a limited number of new structures. We used average figures
based on the lengths of the bridges.
Some of the bridges are aged and fatigued. There might already be speed restrictions. I am
suggesting that you look more deeply into this.
The freight railroads do not want to give this info out. We attempted to plan for this by providing a
range of contingency.
Who will be responsible for maintenance of the bridges?
It will depend on the owner. For example, the Knowledge Corridor is planned to be purchased by
MassDOT. We didn’t make any major specific assumptions for how this will be handled.
As far as the assessment goes for usage of the lines, will there be some sharing in the maintenance
costs? I have concerns about the overall costs. There is also gross underfunding of existing bridges
by the MBTA.
The numbers in our projections are large; the investment will be significant to get to a point where
passenger rail service is possible.
In terms of the cost of the different alternatives, did any of them express cost per rider?
There are different metrics. Obviously this is fairly easy to divide. Importantly, we are also looking
into the possibilities and capabilities of the infrastructure and these could be more important metrics
What’s the inflation factor?
The budget was compiled in 2014 dollars. Inflation will be factored in later.
We still have some areas where there are grade crossings. My impression is that grade crossings
must be eliminated.
We have considered grade crossings as a part of this study and will continue to do so.
Public outreach
When will the locally preferred alternative be presented? Where and when will it be held?
We anticipate presenting a preferred alternative at public meetings in early 2015. Those meetings have
not been scheduled.
How long are you taking comments?
The end of 2014 will be the cut off dates for comments on the three alternatives.
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