It seems that Charlotte, NC's transit authority CATS has a couple of RT lines in peril.
One would be to extend the currently-existing Blue Line from its downtown terminus to the other side of town and the University.
Another is called the Silver Line but is very preliminary.
Also, a third (non LRV) project would be to use existing tracks and implement "heavy rail" commuter operations between Charlotte and Mt. Mourne (just outside Mooresville). I'm not sure if the Charlotte terminal for this line is to be the proposed intermodal center, or the old Southern Rwy/Amtrak station, which is used by the Piedmont, Carolinian and Crescent.
This new rail route would not be the line those other trains use, and while it would be a much longer route than the mostly in-town LYNX routes. It is less expensive per mile because the route exists, the motive power will be diesel-electric and acquisition costs are mostly rural or suburban, so the cost would be a great deal less than extending the Blue Line. (Perhaps someone here has comparative figures.)
Problem with the heay-rail line is that it is to receive no federal funding, while extensions or additions to the LYNX light-rail station are eligible for federal money IIRC.
The crisis now upon CATS is that sales are way down, as are receipts in the sales tax aimed at transit subsidy, and a recent hike in the sales tax isn't enough to get any of this done.
Is it true that voters will get to vote on yet another raise in the sales tax. Many people are in favor of raising the sales tax, but some people want it to go entirely for road creation and repair.
So that's where we stand.......any add'l info would be greatly appreciated!
Thanks, "al-in-chgo"
Al:
On April 22, 2009, the Federal Transit Administration (FTA) issued a Finding of No Significant Impact (FONSI) for the Charlotte Gateway Station project. CATS is now moving forward with the land aquisition.
That Gateway Station is, in fact, the multimodal station and will be the southern most stop on the Purple Line commuter rail. To the best of my knowledge, the Purple Line is not in question, only the schedule to complete it. The Blue Line Extension and Purple Line were originally schedule do be constructed simultaneously but the drop in sales tax revenue is forcing CATS to decide which one to complete first.
The Silver Line to Matthews is the line that is at risk of not being built at all, but the people in Matthews are very vocal about wanting it, so I'm not too worried about it.
The additional 1/2 % sales tax is just a thought as they examine options. It is no where near being put on the ballot, but it has been reported in the local paper so all the pro and con arguments are out in full force.
CATS systemwide ridership is down 2.4% compared to last April but up 17.2% YTD, but LYNX is up 10% compared to last April.
One grade level crossing is currently closed because a stolen SUV being pursued by the police struck the 1500 pound control box dead on, destroying not only the equipment that controls the gate, but the concrete foundation as well. The crossing is closed to automobile traffic during the repairs.
Dave
Lackawanna Route of the Phoebe Snow
My understaning is that because the local sales tax revenue is much lower than originally anticipated (due to recession, not to poor forecasting), it would not be possible to build both the North Line (commuter rail - not heavy rail) and the Blue Line LRT extension to the Northeast. CATS had pretty much concluded that FTA money would not be available for the commuter rail line even though it is a fairly low cost project. Its cost efficiency numbers do not meet FTA guidelines. The community thinks the train is a good idea anyway and indications are that the towns along the line would support its operating costs. Thus, the city was going to move ahead with its own money for capital. But to do that now would take away local share funds from the Northeast LRT extension. FTA already has commmitted money to the NE LRT engineering phase which is underway. Engineering for the commuter line is essentially completed.
(Just for clarification, "heavy rail" usually refers to rapid transit subway systems - grade separated "heavy" capacity systems found in our largest cities. "Commuter rail" usually refers to a service which utilizes conventional railroad technology and work rules, and often shares the right-of-way with freight or intercity passenger trains.)
The proposed passenger station for the commuter line is called the Gateway Station and lies along the present route of the Crescent, a couple of miles "south" of the present Charlotte station in the NS yard. I understand the location is near the site of the former passenger station on the edge of the downtown area. At one time the station was going to move ahead as a separate project from the commuter train. However, if the commuter line is not built, there is not much incenntive for the transit agency to sponsor or cosponsor a new station. The State of NC may become the sponsor.
Complicating the picture is the community's enthusiasm for making a proposed streetcar line a high priority project. Like the commuter rail line, the streetcar would probably have to be funded with local money. The City and CATS have issued a Request for Qualifications and have received responses. This will be the basis for selecting a firm to proceed with preliminary engineering. The 10 mile line will follow an east-west allignment and will operate through the CBD on Trade Street. Among other things, it will connect the Charlotte Transportation Center (the main bus terminal), the light rail line, the Greyhound Station, and the proposed Gateway Station.
Stay tuned.
X2000
http://www.charlotteobserver.com/local/story/732973.html
As a member of Charlotte's Transit Commission, I was very comfortable with Keith returning from the City Managers office to run CATS when Ron Tober left. Keith is a class act. I am not so sure about anyone under him- this I am sure will be a nationwide search for a replacement.
It will also put a kink in plans and our efforts to secure the federal funding for the NE Extension. The FTA likes continuity in staff.
When did FTA turn down Purple line? Maybe with the new administration ................?
The funding was denied long ago. They didn't feel there would be enough demand all day, only during rush hour. CATS and the communities along the line have elected to continue the project without federal money.
Phoebe Vet The funding was denied long ago. They didn't feel there would be enough demand all day, only during rush hour. CATS and the communities along the line have elected to continue the project without federal money.
I'm curious as to how much planning there was before the funding showed itself to be non-available. Would the Purple Line use "regular" coaches or bi-levels of some kind? Would it be push-pull? Who would own the actual railway and ROW? Would CATS hire and train the engineers, or would there have to be another entity along the lines of Chicago's Metra?
(Now you know why I started a whole new thread about this!) - al
The rail is already there and in use by NS. It will, however need to be upgraded for passenger service, and they are going to eliminate a grade level crossing where CSX crosses NS just north of city center.
The Gateway Station has to be built, and all the Amtrak trains will be moved to the Gateway Station as well.
The rest of your questions are better addressed by Matthewsaggie; he is on the planning board.
Incidentally, There is a meeting today in Charlotte on the SouthEast Corridor High Speed Rail project.
http://marynewsom.blogspot.com/2009/05/high-speed-rail-roadshow-comes-to-town.html
http://www.charlotteobserver.com/breaking/story/749244.html
http://www.charlotteobserver.com/breaking/story/847693.html
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