9-19-01
Rutland Rail Yard
Relocation
The relocation is continuing. The Rutland Development
Corp. is going forward with its work. The environmental work has begun.
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10-22-03
There was discussion of
completing the rail improvements for the Ethan Allen Express on the western
side of Vermont to allow trains to travel faster than 25 mph on the track, and
passenger rail service on the eastern side of the state.
David Dill stated information
is being gathered for the transit plan to be submitted to the FTA by the end of
December 2003. Dave Wulfson suggested focusing money from the ABRB
(Albany-Bennington-Rutland-Burlington) rail project
to improve the rail into
Rutland for the Ethan Allen Express and then north to Burlington, rather than
continue to work on the line south of Rutland (i.e. Bennington/Manchester).
The line from Manchester to
Hoosick Jct. is 95% complete to allow travel at 59 mph (ballast, surfacing,
some bridge work is still needed). Mr. Wulfson estimated the cost to improve the track
from Manchester north at approximately $30 million. The cost to improve the
track from Rutland to Burlington (twice the distance of the Manchester line) is
about $30 million. An estimated $10 million will repair the CLP line (12 mile
of welded rail to be installed and some structure repair).
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2-25-04
Rutland Redevelopment Authority Matt
Sternberg provided an update on the progress of the reauthorization bill,
which includes creating freight transportation gateways. These gateways impact
the western corridor in Vermont.
Movement of freight is the objective
of the program, but it is not specified how freight is to be moved, thereby
allowing the use of federal transportation (highway) funds on rail projects. The Senate passed the language in
the bill. The House is still considering the bill.
Mike Coates commented fuel
oil is transported by rail only into northwest Vermont, and if there is a
bridge failure, this will require many trucks on the roads to transport the
fuel.
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The situation (with the
rail bridges) is critical. Charlie Miller pointed out there must be a
differentiation between “failure” and “286,000 standard”. There was discussion
of the economic impact of having infrastructure less than 286,000 pound track:
shippers avoid Vermont, businesses will not locate in the state, and Vermont
rail companies miss business
opportunities.
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Anthony Otis reported the economic study is near the
last draft. When it is complete, a copy will be emailed to the Rail Council and
VTrans. According to the report, there are 185 railroad employees and nine
rail companies in Vermont.
The average salary is $48,265 compared to the average
state salary of $32,090. The railroads paid $8.9 million in wages and $3.8
million in benefits. There are 251 jobs created due to the 185 railroad jobs for
a total of 446 positions. Rail
workers’ wages support other commerce in the state. Taxes
paid exceed expenditures. Significant retirement benefits are paid. The
number of trucks taken off the highways each year due to rail transport is
16,000. The railroads pay corporate taxes and fuel taxes.
Matt Sternberg noted Rutland received a community
development grant to review rail properties (in conjunction with the rail yard
relocation project) with a real estate agency handling companies using rail.
The results of the study will be shared with the Rail Council.
Mike Coates suggested a letter from the Rail Council
be sent to regional planning
commissions alerting them of the concerns regarding
rail infrastructure and how rail could play a key role in their development
plans.
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4-25-05
RRA Economic Study
Tabled until the next meeting of the Rail Council.
Sam Lewis reported regional planning commissions are
being asked to add to their FY06 work program the task of identifying
marketable and developable property adjacent to railroad property throughout
the state for industrial, commercial, and rail dependent use.
The premise is that rail is located where it is and
there is only so much land. Each piece of land that is sold is an opportunity
lost. There is value in the land along the rail corridors. The goal is to get
towns to recognize, identify, and value the land along the rail corridor. There
will be a summary report, a catalog, and mapping of the parcels.
Information will be a GIS layer on the state website,
in the VTrans office, in regional planning commission offices, and in economic
development offices. Dave Wulfson commented the information must be kept
current to be of any use.
From Florence to the train station in Rutland,
conditions are tough. About $1 million will be spent on two miles of corridor
that handles freight trains (eight trains a day) and the Ethan Allen Express
(from the station area to north of the turn to go north (CLP switch). With
regard to bringing the track up to 286,000 pound capacity, most of the weight
issues are related to structures in the corridor. From Rutland to East Danby,
there is low freight now, but a significant
customer is waiting to use the line once the
improvements are made. The track is upgraded from Manchester south to
Hoosick Jct. Work is being done on Bridge #63. About $15 million (state and
federal funding) has been spent on these improvements which are for freight
traffic. Vermont Railway freight customers in southern Vermont include a
grain shipper, gas shipper, and plastic shipper. The elements of the
western corridor include ABRB, Rutland rail yard, the Middlebury spur, and St.
Albans River Street section. TCSP money was used for the study and an EIS
for the Rutland rail yard relocation project and a center for more expeditious
shipment of freight out of the yard. An access road was built and the Route
4 crossing as well. Charlie Miller noted there is $9 million in federal funds
to work with along with approximately $2 million in ABRB money that is focused
on bridges. The bridge work will cost $7 million for 286,000 capacity between
Florence and Rutland. The work is slated to take three years to complete.