new york state rail program report 1985, prepared by the rail division

8/4/2019 New York State Rail Program Report 1985, Prepared by the Rail Division

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~.~~\ .,t _ ,& NEW YORK STATE

RAIL PROGRAM REPORT1985

.Prepared by the Rail DivisionNovember 1985


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NEW YORK STATERAIL PROGRAM REPORT

1985


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TABLE OF CONTENTS

ITEM PAGEINTRODUCTION ivCHAPTER 1: NEW YORK STATE'S RAIL PROGRAM 1

A. PROGRAM ELEMENTSB. ACHIEVEMENTS

13

CHAPTER 2: NEW YORK STATE'S RAIL POLICY 6A. AUTHORITYB. POLICYC. PLANNING PROCESS

669

CHAPTER 3: NEW YORK STATE'S RAIL SYSTEM 12A. NEW YORK STATE'S RAIL FREIGHT SYSTEMB. INTERCITY RAIL PASSENGER SERVICE

1213

CHAPTER 4: RAIL ISSUES 18CHAPTER 5: PROGRAM OF PROJECTS 29

A. PROJECT SELECTION PROCESSB. CURRENT PROGRAM OF RAIL PR OJ EC TSC. PROJECTS UNDER REVIEW FOR FUTURE FUNDING

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MAP 1 - NEW YORK STAT E' S R AI L/ HI Gm~AY SYSTEM M.lMAP 2 - NEW YORK STATE'S RAIL SYSTEM M.2APPENDIX I - PROJECTS COMPLETED UNDER NEW YORK STATE'S Al.1


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INTRODUCTION

This lS the first edition of the ~t~t~_2f_~~~_X~~_g~il_~~g~~~E~~Qt. This document is presented as a combination of theformer N~~_X~~k_~t~t~_R~il_~~~~~y~ti~n_~~g~~m_Ann~~l_R~~Qtnd~~~_X~k_~t~tg_E~il_~l~n_~nn~~l_~~~~t~,oth of which have beenpublished at regular publication intervals during the pastdecade. The combined publication is in compliance with theadministrative and legislative requirements which have beenfollowed in both previous documents.Under the Laws of 1975 and the Laws of 1979, the New York StateLegislature directed the Commissioner of Transportation toprepare and submit to the Governor a report evaluating theState's intercity rail passenger service, rail servicepreservation and rail service energy conservation programs. The~~~_XQk_~t~t~_E~il_r~~ygtiQn_~Qgg~_~nnggl_g~~Qt has beenpresented regularly in compliance with the legislative mandate.The N~~_XQk_~t~t~_R~il_~l~n_~nn~~l_~~~~t~ has been regularlyprepared in accordance with the Code of Federal Regulations andserves to update the ~~~_XQk_~tgt~_Egil_~lgn which was formallysubmitted to the Federal Railroad Administration in 1975.Updates have been prepared to document any significant changes inrail policy, regulations and/or legislation, and to document theState's rail planning process.This combined document is aimed at providing aauthoritative and concise report serving both purposes.there is no particular target date for future editionsreport, the intent is to update it on an annual basis.

singleAlthoughof this


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CHAPTER 1 - NEW YORK STATE'S RAIL PROGRAM

New Yorkseparateconcisepurpose,

State's Rail Program consists of a number ofbut coordinated elements. The following is aexplanation of each element including its proposedfunding souroe, and current status.o Th~_R~il_~~~~~y~tiQn_~Qng_~Qt_Qf_!271established a rail

program to preserve essential rail service alld establishedeligibility for federal financial assistance. Approved bythe statewide electorate in November, 1974, it authorizeda State debt of $250 million for preservation,restoration, and improvement of rail transportationcapital facilities and equipment.o Th~_E~g~nti~l_R~il_S~~yi~~_ARRQR~igtiQnwas part of theRail Preservation Bond Act of 1974 in the form of alegislative appropriation which advanced $30 million forthe immediate needs of the most urgent aspects of the RailPreservation Program. Included was the reinstitution ofpassenger services and the rehabilitation of track andequipment of high priority lines.

~Qnq_AQt_Qf_l~72 was approved by the electorateNovembarJ 1979, and authorized a State debt ofmillion, $400 million of which was appropriatedimproving rapid transit, commuter, intercitypassenger and rail freight capital facilitiesequipment.

in$500forrailand

o Ih~_~~ly_ImR12m~nt~tiQn_A~R~QRi~tiQn was part of the


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(b) The Railroad Revitalization and Regulatory Reform Actof 1976 (4R Act) amended the earlier program inB@veral ways, including the extension of the programto include all states.

(c) The Local Rail Service Assistance Act of 1978 (LRSAA)reoriented the program toward lines still owned andoperated by private carriers by permitting interestedparties to revitalize branchlines prior toabandonment or service discontinuance.

(d) The Northeast Rail Service Act of 1981 (NERSA)further modified the program in several ways,including the limiting of planning support funds forevery state, regardless of size and/or entitlementand the elimination of operating assistance as a usefor the funds.

o The State funded Rail Preservation and Local Assistance~~Qgsm~ were instit~t;d--by-the--St~t;--L;gi;i~t~~;--t~provide capital funding and operating assistance forbranchlines and shortlinee by supplementing decliningfederal program funds$ and by supporting lines noteligible for federal subsidies. This program provides forpayment of up to 50% of the non~federal share of railprojects.

o Ih~_~R~~~il~_~~~~XQ~k_~Qn~_~Qg~~m~ontains funds forfreight railroad improvements, grade crossingeliminations, grade croBsing protection, railroad relatedbridges, and port railroads.

In addition to the specific capital programs listed above,legislative budget items were made available in 1979 forspecific rail improvements. These included:


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o Th~_~~~_~Q~~ing_~limin~tiQn_~Qg~mprovides for theelimination of specific highway-railroad at-gradecrossings. This program is funded from annual legislativeappropriations and is subject to regulatory action byNYSDOT/ upon petition by jurisdictional municipalities.

o B~ilQ~~_k~~_~igg~_B~Qn~t~tiQnfunding isfor existing highway-railroad grade separationlocated on non-state highways.availablestructures

o Th~_R~il=High~~Y_~Q~~ing_Im~QY~m~nt_~Qg~m, which is90% funded by the Federal Highway Administration, providesfunding to eliminate hazards at existing grade crossingseither on or off the federal-aid highway system. At least50% of apportioned funds must be used to install orimprove warning devices.o Ib~_~~f~tY_In~~~tiQn_~Qg~m/which is partially fundedby the Federal Railroad Administration, provides for theinspection of track~ locomotives, and rolling stock. TheNew York State Department of Transportation inspectors arecertified by the FRA and are authorized to cite rail

operators for violations of both FRA and New York statesafety codes and standards. This piogram has contributedsignificantly to the increased safety of rail operationsin New York State.

The New York State Department of Transportation's ~t~t~~i~~tl~~t~~_~l~n_fQ_T~~n~~Qt~tiQn,published in 1973, providedfor the rail program that was to dramatically reverse twodecades of decline in rail services in New York State. TheState's Rail Program, through the funding initiatives notedabove, has made significant progress toward that mandate. Asummary of some of the major program elements undertaken


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between the Albany-Rensselaer to New York City wasas three hours. The results of this program canby the nearly doubling of ridership between theDistrict and New York City.

as highbe seenCapital

Elsewhere on the 462 mile "Empire Corridor", improvementprojects involving the realignment of track andinterlockings were undertaken during that same timeperiod. These improvements allowed additional timereductions of 50 minutes between Albany and Buffalo.The Intercity Rail Passenger Service program also fundedequipment rehabilitation for the reinstituted Montrealservice, station and parking facility construction andreconstruction and additional trains on the "EmpireCorridor". Additional station and parking improvementsare in the programming stage.

2. Ng~_X~~k_~ity_=_k~ng_Igl~ng_f~gight_~g~yiQgprojects offervital improvements to freight routes and facilities in theNew York City metropolitan area.Overhead clearance restrictions have long imposed limitson the size of the freight care that could access OakPoint Yard in the Bronx via the Hudson and Harlem Lines.This automatically excluded the larger, modern, specialcommodity cars so vital to a coordinated rail freightsystem. To alleviate this problem and provide forcontemporary rail services to NYC and Long Island, themost clearance restrictive bridges over the Hudson Line(Selkirk-Highbridge) have been raised through a variety ofinnovative procedures. Additional restrictions, however,do exist which prevent modern industrial service to suchplants as General Motors in Tarrytown. An entirely newfreight mainline is under construction in the Bronx, wherecrossing of commuter railroad tracks became intolerable


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track reconstruction. Road service freight locomotiveswere rebuilt and box cars were modernized as part of thisaspect of the Rail Program.Branchlines have benefited through track improvementprojects and the construction of team tracks andintermodal facilities. New track connections wereconstructed linking parallel branchlines to provide moreefficient service to on-line shippers. Shortlinerailroads in New York State have also bean provided fundsfor required rehabilitation work. Tracks have beenupgraded to comply with the FRA Track Safety Standards.Locomotives have been modernized and new servicefacilities constructed. An estimated 144 industries(approximately 50% of the total number of New Yorkindustries located on branchlines) and 12,500 related jobshave been benefited through branchline and shortlineinitiatives.Freight market studies have been undertaken, as haveclearance improvement studies. Additional improvementprojects are being developed at this time for mainline,branchline and shortline operations.

4. R~il_S~f~tyactions, which include both construction andinspection, have enjoyed noteworthy progress. The GradeCrossing Improvement Program has produced improvements toapproximately 400 highway/railroad at-grade crossingsstatewide, with an additional 400 currently in progress.The Department is also very active in "OperationLifesaver" which is a program in which groups are workingtogether to reduce the number of vehicle accidents atrailroad crossings through education, enforcement andengineering programs.The Rail Safety Inspection Program will monitor the


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As noted ln the 1973 ~t~t~~ig~_M~~t~~_~lg~ !Q~I~g~~Q~t2tiQ~, and re-emphasized in the 1984 ~~2gt~t~t~~ig~_Hg~t~_~l~~_EQ_Ig~~RQ!gtiQ~he Departmentrealized that public policy toward the railroad industrymust include the preservation of the strongest possiblesystem of mainline services that private enterprise canprovide. By far, the largest rail system infrastructureinvestment is by the private carriers themselves. Typicalrail industry earning levels and the enormous capitalneeds of railroads, however, have caused industryinvestment to concentrate on projects ~irectly associatedwith the movement of high yield freight traffic.Projects which would enhance the benefits the generalpublic could accrue from the rail system, such as improvedrail passenger service and increased access to intermodaltransportation, but are not viewed by the industry as highpriority investments, must be undertaken with investmentfrom by the public sector.

The major device used by the Department to implement itsbranchline assistance policy is the "negotiated solution".A negotiated solution is an agreement or partnershipbetween the State, shippers, railroads, local governmentagencies and other interested parties in which each partymakes the necessary contributions, commitments orconcessions required to bring rail lines to a self-sustaining level of financial viability or to mitigate thenegative impacts of direct service discontinuance. Thekey goal is to maintain existing industry and provide anadequate infrastructure to allow expansion to take place.The negotiated solution process can lead to a large number


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As more lines become the responsibility of countiesor other local governments and agencies, theDepartment has determined that it would be in thebest interest of the local governments to continuethis alternative operator solicitation effort. TheDepartment is willing to assist any interested partyin the solicitation or development of alternativeoperators, given the assurance that these potentialoperators are knowledgeable and experienced inrailroad operation and are deemed financially capableof meeting the guidelines ~stablished for theinitiation of new rail services.

In anticipation of the elimination of subsidies as aneligible use of federal funds, the Departmentdiscontinued its federally sponsored Local RailService Assistance (LRSA) rail operating assistanceprogram in mid-1981. The provision of interim,short-term (no longer than three years) subsidies isa component of the Department's State-funded Aid toLocalities branchline assistance program and may beutilized if long-term operating feasibility andfunding availability so justify.

The Department continues to consider capitalimprovements on low density branchlines a vitalcomponent in its overall rail assistance program.All capital improvements to the low density linesoriginally eligible for assistance under the federalLRSA program have been completed or are in theprocess of being implemented.


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The Department, in cooperation with railusers anlocal and State legislative bodies, is currentlypreparing rules and regulations for application inthe State funded rail assistance program. Criteriawill be developed to distinguish potential projectswhich are required to preserve essential railservices or which improve the prospect of futureeconomic development.

ICC regulations require all railroads to annually publisha System Diagram Map which displays lines for whichabandonment petitions will be submitted within threeyears (Category 1) and lines which are designated aspotential candidates for abandonment (Category 2).

Generally, it is the Department's policy that itwill not oppose abandonment of linea designated asCategory 1 if the affected shippers are firstprovided with an opportunity to accept a reasonablecompensatory rate basis, and/or a satisfactoryalternate rail service or substitute service (e.g.,the provision of team track facilities). TheDepartment remains in close contact with therailroads relative to the status of Category 1 linesto ensure -- insofar as possible -- that thesestipulations are met before any abandonment petitionis filed.

The Department will support Category 2 designation


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The initial objective of the Department's rail planningprocess was to establish a rail program to provide abalanced, energy efficient rail transportation system thatwould meet the State's immediate needs i~ both the freightand passenger markets, and would also he adaptable for futuredemands. The state government's role in the program was tofinance capital improvements to track structure, equipmentand/or facilities for the public benefit where privateinvestment was unavailable or impossible.The basic preservation projects of the rail program's firstdecade have been accomplished. Track structure, equipment,signaling, service patterns, etc., have been dramaticallyimproved. The freight and passenger rail network statewidehas been preserved and services have been improvedconsiderably. As we move into the second half of the 1980'swe see a generally stronger rail service industry, but onewhich is still rather unsettled in New York. Conrail has notyet been sold as mandated by Congress and the State's secondlargest Class I carrier, Guilford Transportation Industries,will be significantly affected by the sale process. TheState's largest Class III railroads, the South Buffalo RR andLong Island RR, also remain in a state of transition. TheDepartment will continue to actively seek the most desirableoutcomes for New York and plan for strategic use of funds tosecure these outcomes in the future.The objectives of the rail program also emphasize safety andstrategic economic stimulation. The latter includes projectsthat improve the economic climate of selected areas statewidein an effort to stimulate the investment of private capitalin or near the rail transportation complex.Another significant role of rail planning is the evaluationof mergers and other changes to the railroad structure.Efforts in this area involve measurement of impacts in areas


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as well as operations contracted to Class I carriers.The Department continues to provide technical assistanceto local communities and others in their efforts topurchase or lease rail rights-of-way and to prepare forany opportunities or impacts regulatory reformlegislation may provide in the future.The Department has programmed a diminished level of newfederally assisted branchline projects over the pastseveral years due to the decrease in its programallocation. Additional allocations of federal fundsreceived under this program~ if any~ will be used tocomplement state funds in advancing improvements oneligible branchlines.In the early years of the program the Departmentconducted full scale public hearings and meetingsspecifically related to the LRSA program. The Departmenthas implemented a more targeted public informationprocess for this program in recent years whereby theDepartment's regional offices publicize the availabilityof the ~t~t~_R~il_rl~n_Anng~l_~~g~t~nd offer individualor group meetings as desired. This process will also beutilized with the combined B~il_~~2g~sill_B~~2~i.One of the State Rail Program's objectives is the moreefficient use of energy resources consumed in thetransportation sector. New York State's railpreservation program has allowed the State to gain animportant headatart in revitalizing the rail mode and inincreasing both the capacity and efficiency of the railsystem. The branchline assistance program forms anessential part of this overall effort.In addition~ the Department has studied other ways in


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CHAPTER 3 - NEW YORK STATE'S RAIL SYSTEM

Railroading in New York State continuessignificant role in moving industrialmaterials, farm supplies, and consumer goods.to fulfill aequipment and

Conrail 1S the dominant rail freight carrier in New YorkState. The following table lists the six Class 1 (over $50million in annual operating revenue) railroads in order of1984 freight carloadings. The figures indicated arecarloadings originating and/or terminating in New York State.

Originating/Terminating

1. Consolidated Rail Corp. (Conrail) 436,8332. Delaware and Hudson Railway 59,636

4. Baltimore and Ohio Railroad36,65617,6143,753

3. Norfolk and Western Railway

5. Chesapeake and Ohio Railway


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Cooperstown and Charlotte Valley RailwayDansville and Mount Morris RailroadFonda, Johnstown and Gloversville RailroadGenesee and Wyoming RailroadLivonia, Avon and Lakeville RailroadLong Island Rail RoadLowville and Beaver River RailroadMassena Terminal RailroadMiddletown and New Jersey RailwayNew York CrosB Harbor RailroadNew York & Lake Erie RailroadNew York, Susquehanna and Western RailwayOntario Central RailroadOntario Midland RailroadSt. Lawrence RailroadSomerset RailroadSouth Brooklyn RailwaySouth Buffalo RailwayStaten Island RailroadTonawanda Island RailroadVermont Railway

It is interesting to note that the Southoriginates or terminates over 60,000 carloads,but one of the Class I carriers.Buffalo Rwy.more than all

Freight carloadings have shown a trend of decline both in NewYork State and nationally in recent years. Carloadings ln1984, however, did increase with the general increase in theeconomy. Figure 1 shows both the carloading trends in NewYork from 1980-84 and the relative shares of each Class Icarrier.


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900

700

600

500

300

200

100

lS:J CR

NYS CARLOADS BY RA ItROADSEXHIBITIII (1980- 1984 )

o1980 1981

l2cJ OTHER

Fig. 1

1982 1984YEARC~2J BM/DH

1983

lZiiJ BO/CO


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~:"~ ~~ ~~ ~T o T o ro n to ~ - - ~- .; ;: :....... ~~~~~c ; .

t-'\J1

NEW YORK STATEINTERCITY RAil PASSENGER ROUTES

EMP IRE CORRIDORO th er R ai l P as se ng er R ou te s

Fig. 2.

~~!S'< t " ~'= >

Plattsburgh

T o B o s to nH U D S O N{

R H I N E C L I F F,P O U G H K E E P S I E

T o P h ila d e lp h ia a n d W a s h in g to n


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1.2(/)0::w,-..., 1.1a~-c::: :0. . . . . :4 : ; : ::J~ 1.0.......z

0.9

90%

80~

Figure 3

AMTRAK RIDERSHIP IN NEW YORK STATE1974 THROUGH 19651.4~------------------------------------------------,

1 . 0 3

0.8

0.7~--~--~----.---~---.----.---~--~--~~--~--~74 75 76 79 84 857 78 80 81 82 83

YEAR

RAIL RIDERSHIP GROWTH 1975-1985NEW YORK STATE V$. AMTRAK SYSTEM

'~NATION- NEW YORK


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The first high speed service began in 1979. Subsequentreductions in New ~ork City to Albany-Rensselaer runningtime, as a result of additional high speed improvements alongthe route, have produced corresponding increases inridership.


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CHAPTER 4 - RAIL ISSUES

To protect the public investments and secure the continued flowof public benefit thereby achieved, the Rail Division mustcontinue to assess the issues at hand which will directlyinfluence the balance of competition, the levels of serviceavailable to New Yorkers, and the level of safety practiced inall phases of operation. As one aspect of this effort, theDepartment is initiating an assessment to identify, measure andevaluate the public benefits derived from rail programinvestments. The study will consider past actions with respectto the changing circumstances in rail transportation and evaluateinvestment decisions. The study will also identify the likelypublic policy issues in railroading over the next 10 years andjudge how effective further rail program investments might be inachieving the most favorable outcome for the State. Thefollowing are current issues which have the potential ofsignificantly impacting the stability of the rail system in NewYork State.

The late 1960's and early 1970 's were difficult times forthe railroad industry, particularly so for Northeasternrailroads. The Penn Central Railroad filed forbankruptcy in 1970 and several other major railroads soonfollowed suit. These railroads accounted for nearly allof the rail freight carried in one of the most heavilyindustrialized portions of the nation. To preservefreight service, in 1973 Congress established the UnitedStates Railway Association (USRA) through the RegionalRail Reorganization Act (3R Act). The USRA, with the


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the privateTransportationa plan to sellrailroad.

sector by directing the Secretary ofto hire an investment advisor and developthe government's ownership interest in the

After a long bidding and evaluation process, on Februa~y8, 1985, the Secretary of Transportation recommended toCongress that the Norfolk Southern Corporation purchasethe government's stock in Conrail. Following anextensive evaluation period and after soliciting andreceiving input from affected rail users, localgovernment officials and labor representatives, and afterthe State Legislature held a number of meetings and apublic hearing on this matter, the Department signed anagreement with the Norfolk Southern Corporation whichprovides for improved rail services and facilities in NewYork State if the sale to Norfolk Southern is completed.The Department has thereby endorsed the sale of Conrailto Norfolk Southern and feels that Norfolk Southern'sownership can provide Conrail, and its users andemployees, with the financial stability to surviveeconomic downturns and create operating efficiencies andcompetitive opportunities which will benefit the State.In return, Norfolk Southern has pledged to assist theDepartment in its rail initiatives by agreeing to thirty-three points. The major points are Norfolk Southern'sagreement to:1. Work with the State to increase passenger train speedsto 90 mph between Albany and Buffalo.2. Donate the West Side Line in Manhattan, which is

required to link Empire Corridor passenger servicedirectly to Penn Station.3. Relieve the State of construction costs for the Harlem


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7. Initiate rate incentives and programs for New YorkCity - Long Island rail users to increase rail trafficto this area.(b) ~~q~q~~~__~~~~n~iQn__qf__th~__Q~ilfq~g I~~n~RQ~t~tiQnInd~~~~i~~_~Y~~~m

The U.S. Department of Justice, in reviewing NorfolkSouthern Corporation's proposal to purchase Conrail,conditioned its approval to the sale upon an approveddivestiture of Norfolk Southern and Conrail rail lines toother carriers for the purpose of restoring railcompetition in areas where the two carriers hadpreviously competed. This area was comprised of the arearoughly bounded by Buffalo, Pittsburgh, St. Louis, andChicago.In response to this requirement, Norfolk Southern signedagreements with Guilford Transportation Industries (GTI)and the Pittsburgh and Lake Erie RR (P&LE) under whichthey would acquire or operate over lines for the purposeof providing the level of competition required. Underthis agreement GTI would extend its system, primarilythrough the acquisition of trackage rights, to Chicago,St. Louis and Detroit.The Department is evaluating this proposal carefully todetermine that such an extension is financially viable,does not jeopardize State investments in the Delaware &Hudson Rwy. and provides the level of competitionrequired in the Buffalo terminal area as mandated by theDepartment of Justice.

Only a few years after the railroads were deregulated


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shippe~s who ag~ee that overall transportation costs havedeclined as competition between railroads and trucks hasimp~oved.As a consequence, the Interstate Commerce Commissioncreated committees to look into controversies surroundingimplementation of the Staggers Act. They are part of ala~ge investigation sta~ted by the ICC to determine whateffect changes in the law have had and to provide a forumfor the discussion of problem areas arising out oflegislation. A conference of interested parties isattempting to develop "a factual representation of thenature of actual experience with post - Staggers Act railpricing" and includes five sub-conferences considering:(1) Competitive Access - including joint rates androutes, reciprocal switching, trackage rights, andall other measures consistent with competitiveaccess;(2) Jurisdictionexceptions; - addressing market dominance and

(3) Rate regulation - including revenue adequacy, maximumrate guidelines, rail cost adjustments, etc.;(4) Contracts; and(5) Abandonmenta.The Department is participating in these proceedings. Itwill also monitor the concerns of the State's shippers onthis matter as well as movement in Congress regardingproposed legislative changes to the Stagger Act.


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result is expected to eliminate the need for servicesubsidies and make the rail services in the New YorkCity/Long Island area viable on a long-term basis.Clearance improvement work is to be completed by 1987.The full effect of the clearance improvement work onexisting lines will not be realized, however, until thenew Oak Point Link is complete and provides a fullclearance route through the Bronx. Portions of the Linkare complete or under construction and the remainder isscheduled for completion in 1987. The major tasks overthe next two years will be to complete the constructionof the Link and implement service over it.The Link also will provide direct access to a new majorintermodal terminal planned at Harlem River Yard. Thenew terminal will provide the New York side of the harborwith direct intermodal Trailer-On-Flat-Car (TOFC) servicefor the first time. TOFC is the fastest growing form offreight shipping under the new deregulated environment,and the importance of direct access to it for New YorkCity/Long Island shippers is growing.Over the next two years, the emphasis will be to completethe current planning and development work, construct thenew terminal and secure an operator so that service canbegin as the Link is completed in 1987. This will be anenormously complex task considering the possible effectfrom the sale of Conrail, the restructuring of the othermajor railroads, the changes in federal regulation, andequipment innovation. Norfolk Southern Corporation'swillingness to invest, assist in the design, andintroduce attractive rates for traffic using thisfacility, however, greatly enhance the successfulimplementation of this project.


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data are available, 166 provide a clearance of leas than22 feet and would require corrective action to complywith a statewide mainline standard of 22 feet.As soon as a mainline standard has been adopted, work canbegin to develop standards for the branchlines andshortlines. Because it may be appropriate to adopt alower standard for many of these lines, the opportunitymay exist to reduce the cost of overhead bridgeconstruction and replacement at these locations. Apreliminary review indicates that there are over 800highway bridges spanning branchlines and shortlines inthe State.

The high speed passenger service which now exists betweenSchenectady and New York City has been very successful.The extension of high speed service to the segment of the"Empire Corridor" west to Buffalo, which was authorizedby the 1979 Energy Conservation Through ImprovedTransportation Bond Act, is being considered at thistime. This western extension will require further tracksignalling and dispatching improvements to the 262 milesegment of the "Empire Corridor". The improvementsinvolved would be beneficial to both freight andpassenger operations. Implementation of theseimprovements have be en delayed due to Conra i1 "s sent imentthat increased passenger speeds would lead to disruptionsto its freight service. This issue has been raised withprospective purchasers of Conrail, and Norfolk Southernhas agreed to cooperate with the implementation of highspeed (90 mph) service upon their acquisition of Conrail.

The Federal Rail Safety and Service Improvement Act of


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Station complex with the West 30th Street Branch is beingconstructed as part of an MTA- sponsored storage yardconstruction project.By parmitting tha "Empire Corridor" trains access to PennStation rather than Grand Central"Empire Corridor" terminal in Newin ridership of 20% on Newprojected.

Terminal {currently theYork City}, an increaseYork State routes is

In July, 1983, a Memorandum of Understanding was signedto conduct a study of the feasibility of implementing avery high speed train service between Montreal and NewYork City via Vermont. This New York City-Montreal VeryHigh Speed Rail


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New York State currently subsidizes rail passengerservice hetween Albany and Montreal, and a portion of theservice between Syracuse and Buffalo. Each year thecontinuation of this subsidy is addressed in the Statebudget process, and thue far subsidies have beencontinued on a year to year basis.A multiyear commitment for the support of theseadditional rail passenger services would be highlydesirable. If a regular source of funding could beestablished, some continuity of the additional servicescan be guaranteed. Long range planning based oncertainties of service will he possible, and expansion ofsubsidized service can be readily provided as patronageof trains developed and deficits were thereby reduced.

The Rail Safety Program is a major undertaking whichbenefits all aspects of rail operations. There are threecategories within the main program. The Rail SafetyInspection effort has been developed to encourage safeoperating and mechanical practices within the railindustry and to enforce all State and Federal rules andregulations that promote employee, passenger, and generalpublic safety. The basic inspection program has been inexistence for approximately 95 years. Since 1976,inspectors have performed their duties in cooperationwith the Federal Railroad Administration, enforcing bothFederal and State laws and standards. Future FRA fundingis questionable at this time, due to proposed FederalBudget cuts. Reductions in financial support wouldseverely hamper the inspection program in the immediatefuture.The Grade Crossing Improvement Program was established in


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In the immediate future, determinations will be necessaryas to which crossings require elimination, whichstructures require replacement/rebuilding, and whichstructures can simply be removed because of drasticallyreduced rail traffic on the line. Industrial expansionis creating new industrial rail lines. The means bywhich a new line will be carried across a highway will bedetermined on an individual basis as a continuingdimension of the Rail Safety Program. .

In 1981 the Department initiated the Long Island RailRoad (LIRR) Freight Study in an effort to develop aprivate enterprise solution for LIRR freight services.LIRR freight service deficits have required continuedState financial operating assistance since 1970 totallingmore than $240 million through 1983. Through this studyeffort, the subsidy has been reduced annually since thattime and is scheduled to be eliminated in 1987.The initial effort was successful in identifying andcorrecting the more obvious problems, and has resulted ina restructured LIRR freight operation that is moreefficient and less costly to operate. The next step, theactual achievement of a break-even operation will bedifficult. The Departments position continues to bethat LIRR freight service must he profitable to attainshipper confidence and realize its full potential. Overthe next three years, work will continue with the LIRR tocut costs, and explore possibilities of improved revenue.Other options include the possibility of bidding-out fora shortline operator as has been done for upstatebranchlines.The effort to make the LIRR freight service viable willhave to be closely coordinated with capital projects.


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CHAPTER 5 - PROGRAM OF PROJECTS

This chapter addresses the Department's program of railroadrelated capital projects. Projects which have been programmedfor funding or are underway are listed under each of theappropriate programs. Projects which have been completed undereach program are listed separately in the Appendix.

In preparing the Department's current rail program, priorityis given to capital projects required as a contribution to anegotiated solution. Critical factors considered include:o Retention of existing industries or creation of favorahleconditions which, as a result of a comprehensive analysisof economic feasibility, can be used to attract new

industries or business and jobs, with recognition of thesecondary employment impacts and social benefits madeavailable by local industries;o Retention or expansion of adequate rail freight service tolocal industries and intercity rail passenger service forthe general public;o Improvement to the rail freight transportationinfrastructure to permit expansion of existing industry or

commerce;o Preservation of the statewide or regional integrity of therail system, particularly in conjunction with other rail


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B. Current Program of Rail Projects

ProjectS tate n Isla nd In du str ial Spu rs

Project

wo

DH Track & Yar d Impr oveme n tsL oc kp or t T ra ck I mp ro ve me nt sOak Point Link (including a portion of

th e Harlem River Yard)N YC P or t T er mi na ls R eh ab il it at io nL IR R T ra ck I mp ro ve me nt sL IR R Y ar d I mp ro ve me nt sA lb an y- Bu ff al o P as se ng er I mp ro ve me nt sR hi ne cl if f P as s. S ta ti on I mp ro ve me nt sS yr ac us e P as s. S ta ti on I mp ro ve me nt sH ud so n P as s. S ta ti on I mp ro ve me nt s

1974 BOND ISSUE FUNDS

S ta te F un di ng T ot al C os t$ $00,000 600,000

1979 BOND ISSUE FUNDS

State Funding Total Cost$20,000,000

560,0007,000,000$24,000,000

560,00070,000,0003,000,0005,000,0004,000,000

19,000,000175,000

8,000,0005,000,000

16,000,00029,000,000

350,000577 ,000

1,000,00000,000

FE DERA L L OCAL RAI L SERV ICE ASS ISTA NCE PROG RAM

ProjectB ay R id ge R eh ab il it at io nDansville & Mt. Morris RR

Tr ac k Reh a bi li t at i onH ar le m Riv er Yar d (po rtio n)

State Funding Total Cost$ 4,000,000

472,000200,000

StatusUn de r De ve lopme n t

StatusUnderwayUn de r Deve lopme n tUnderwayUn de r Deve lopme n tUnderwayUn de r Deve lopme n tUn de r De ve l opme n tUn de r Deve lopme n tUn de r De ve l opme n tUn de r Deve lopme n t

StatusUnderwayDesignUnderway


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Project

S TA TE R AI L A SS IS TA NC E P RO GR AM

To tal Co st StatusB at te nk il l R R R eh ab il it at io nB&O/CR Co nn ectio n at Silver Spr in gsB&O/CR Co nn ectio n at Mapl ewoodB&O Co nn ectio ns a t C aledo niaB uf fa lo S ou th er n R R R eh ab il it at io nEL Do ck Lin e Reh ab ilitatio nBush In dustr ies S purMiddletown & NJ RR EnginehouseS uf fe rn I nd . T ra ck R eh ab il it ationM ec ha ni cv il le B r . .Connectiori at Tivoli St.Th ruway In dustr ial Par k Sidin g, BuffaloR av en wo od P ar k I mp ro ve me nt s, B uf faloL an ca st er S pu r I mp ro ve me nt sTo nawan da Isl. RR Cr oss ingMod Pac SidingNiagar a Fr on tier F oo d Te rmin al Sidin gG io ia S id ingOntario Midland RR Runaround at \volcottB at te nf el d S id in gU ti ca T ra ns lo ad in g F ac il it yTo nawan da Team Tr ack Faci lityPo ly co lo r, In c. SpurHar riso n Po ly co m SpurNY & L E R R R eh ab il it at io nB &H R R E ng in eh ou seH im ro d Y ar d R el oc at io nEast 233rd St. SpurBreaker Isl. Lead TrackLA & L RR Class. Yard

$ 190,00075 ,00 0373,067

300,767330,00050,000

600,000409,445200,00075,000

200,00058 0,00 0420,00097,729375,000

350,000350 ,000143,998

4,000300,000200,000200,000500,000200,000480,000350,000300,000100,000125,000

UnderwayUnderwayUnderwayUnderwayUnderwayUnderwayUn derwayUnderwayUnderwayUnderwayUnderwayUnderwayUnderwayUnderwayUnderwayUn derwayUnderwayUnderwayUnderwayUn de r Devel opmen tUn de r Devel opmen tUn de r Devel opmen tUn de r Devel opmen tUn de r Devel opmen tUn de r Devel opmen tUn de r Devel opmen tUn de r Devel opmen tUn de r Devel opmen tUn der D ev el op me nt


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GR AD E CR OS SI NG E LI MI NA TI ON P RO GRAM

Project State Funding Tota l Cost StatusRobbins Lane Nassau Co.Teller s Rd., Rens. Co.Union St., Rt. 149, Monroe Co .Min eo la , Nassa u Co.

$ 6,500,0004,700,0003,600,00 0

70,000,000

$ 6,500,0004,700,0003,600,000

70,000,000

Un der DevelopmentUn der DevelopmentUn der DevelopmentU nde r D ev elo pment

RAILROAD BRIDGE RECONSTRUCTION PROGRA} !

Project State Funding Total Cost Status$ 1, 60 0,00 0 $ 8,000,000 Under Development

600 ,000 3,000,000 Under Development10 0,000 400,000 Under Development100,000 600 ,000 Under Development600,000 2, 000,000 Under D ev el op me nt100,000 30 0,000 Under Developmen t

1, 400,000 700,000 Un der Development2,000,000 10,000,000 Under Development

100,000 600,000 Under Development

UlNE. Main St. RochesterRock Cut Rd., OnondagaLester Ave., Jo hn so n Cit yL ud wi g A ve ., C he ek to wa gaD ep ot R d. , S en ne ttCR 114, Coh octo nWisner R d. , W ar wi ckSmith & Se ne ca St s., Buffal oE. Main St., RochesterDe rb y Rd ., W al lk il l

In addition to the capita l pr oject pr ogr am list ed above, a total of 559 gr ade cr os si ng i mp ro vem en t pr oj ec tsst atewide are in various stages of design and implementation as well as 488 rail bridge projects.


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C. Projects Under Review for Future Funding

Project Est. Cost (Millions)New York City - Long Island Freight AccessNew York City - Long Island Inter mo da l T er mi nalsLong Island Freight ImprovementsHudso n Divisio n Cleara nc e I mp ro ve me nt sU rb an R es tr uc tu ring: Capital District , Bi ngh amto n, Ro chesterMai n li n e Co ns ol id at io n sB ra nc hl in e/ Sh or tl in e P ro je ct s ( li st in g b el ow )

Reh ab ilitatio n o f Rutland Br an chConstruction of Wye Track at Ne wa rkConstruction of Runaround at W. VictorR eh ab il it at io n o f E ve rg re en B ran chCo nstr uction o f En gineh ouse at Man ch esterReh abilitatio n o f Attica Br an chRehabilitation of East St. SpurCo nso lidatio n o f Beach Tr ack , BuffaloReh abilitatio n o f City Br anch , BuffaloReh ab ilitation o f Mo rtimer Secon dar y Trac kIn dustr ial Develo pmen t, Rome Cab le, Ro meReh abilitatio n o f Oak field Seco ndar y Tr ackReh abilitatiq n o f On eida SpurReh abilitatio n o f So uth po rt SpurRehabilitation of Piermont Dock LineCo nso lidatio n at Black Ro ck, BuffaloRehabilitation of Cross Cut Branch, BuffaloRelo catio n o f In tern atio nal In dustr ial Spur , BuffaloReh abilitatio n o f Niagara Falls Seco ndaryReh ab ilitation o f Fay etteville In d. Spur , Sy racuseRelocation of First Ward Spur, SyracuseIndustrial Development - Clinton Salt Land SpurReh ab ilitation o f Har lem Br an chCo nso lidatio n o f Ro ch ester Ter m. Run nin g TrackReh ab ilitation o f Claver ack In dustr ial SpurConstruction of Geneva Ind. Park SpurConstruction of Sidings at the Port of OswegoConstruction of Connections and Sidings at Sodus BayCo nstr uctio n o f En gin eho use at Ogden sbur gCo nsolidation at Watk in s Glen

$ 31.021.57.075.0

50.020.015.0


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MAP2Br. (eN)

NEW YORK STATE 'S RA IL SYS TEM

AA".'~_ ,~._".~,, __ ,~ ~~ H V IOOTn"Y "" ~~c D"" ,If~ ' N : . c : : : : :t f . . -IQOf'cc-K I"' o '0 " I u- ~ --~

~N

\~_Lyons Falls Br.-): Adirondack."rlM"


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APPENDIX IPROJECTS COMPLETED UNDER

NEW YORK STATE'S RAIL PROGRAM

A. 1974 Bond Issue

ProjectRehabilitation of D&H Main-lineRehabilitation of D&H Loco-motives

D&H Market StudyTrack Improvements on FJ&GRehabilitation of B&M Mech-anicville Yard

Rehabilitation of AlbanyPort R R .

Track Improvements on G&JTrack Improvements on LyonsFa lls Br an ch

Track Improvements on CNY

St at e Fun din g$13,105,000

3,410,000

144,0001,705;0001,902,000

2,180,000

796,0005,753,000

766,000

Total Cost$32,213,000

4,015,000

144,0001,655,0002,213,000

2,600,000

796,0005,753,000

766,000


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Project

Co nstr uctio n o f In dustrialPark in RochesterTrack Connection at Penn YanImprovements on Southern TierMainline

Reh ab ilitation o f FreevilleSecondary

Rehabilitation of C&CVRehabilitation of Oneonta YardTrack Improvements on D&H Ad-ir on dack Bran ch

Brooklyn Waterfront Rail Im-provements

Removal of Clearance Restric-tions

Replacement of LIRR LocomotivesInstallation of Security Fenc-ing

LIRR Yard and CommunicationImprovements

St at e Fu nd in g

$ 402,000700,000

26,900,000

1,171 ,000

578,000193,000630,000

12,400,000

20,000,000

8,600,000350,000

1,455,000

Total Cost

$ 402,000700,000

70,700,000

1,875,000

578,000193,000870,000

16,900,000

20,000,000

8,600,000350,000

1,455,000


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Pr ojectImprovements on PhoenixBranch

" I L o v e N Y " B o x c a r sClearance Impro vementStudy

Improvements to Arcade& At tic a RailroadImprove Livo nia Avo n& La keville Railr oadIn terch an ge Impr ovemen tsCa dy Hill Track Improve-ments

Am sterdam SpurOgdensburg Bridge an dPo rt Authority

La ke Pl acidR O \ o J

Utica Branch ImprovementsTr ack Improvements to BushTerminal

St ate Funding$ 2,000,000

4,400,000275,000

745,400

450,000

225,000220,000

257,0001,600,0005,000,000

3,000,0006,000,000

To tal Cost$ 7,000,000

6,000,000550,000

745,400

450,000

225,000220,000

257,0001,600,0005,000,000

3,000,0006,000,000


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ProjectCo nstr uctio n o f Tr an slo ad-ing Facility at Clarence

Co nstr uctio n of Tr an s1o ad-ing Facility at Fair Oaks

Tra ck Imp ro veme nt sOntario Secondary and SodusBay Br an ch es

Track Connection at Walling-tonTrack Connection at NewarkTrack Connections at Victora nd Sho rtsvill e

Accel erat ed Mai nt enancePro ject s Sta tewide

Construction of LIRR CarR epa ir F ac il it y

Track Improvements atHunts Point M~rket

Improvement to Hump inHo1ban Yar d

Con str uction of Howlan dHook Spur

S ta te F un di ng Total Cost$ 23,000

15,000

1,785,000

351,000

352,000694,000

3 ,2 71 , 60 0

2,500,000

1,540,000

70,000

2,050,000


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Project State Fun din g Total CostQuad Graphics Spur $ 300,000 $ 379,526Kellogg Branch Rehabilitation 200,000 240,682Ne wa rk Tr ac k Re ha bi li ta ti on 183,647 183,647Gr ovelan d Br an ch Rehabilitation 927,124 944,596D&H JX Yard 250,000 473,001Tonawanda Island RR 711 ,184 711,284Pen n Yan Tr an slo adin g Facility 700,000 884,263BH Agchem Spur 150,000 150,000Newton Falls Rehabilitation 1,964,000 1,964,167Pony Farm Industrial Park Spur 300,000 108,140Ontario Central 41,832 41,832RRTC/Highbridge 39,696 70,392Bur ro ws Lo t Reh ab ilitatio n 300,000 403,149

E. Railroad Bridge Reconstruction Program

Project State Funding Total Cost


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ProjectPer ry Str eet ,City of Buffalo

Bronson Hill Rd,Livingston City

Hopkins-Marilla,City of Buffalo

South Park Ave.,City of Buffalo

Willow Street, Village ofJohnson City

Arch Street, Village ofJohnson City

Ballard Road, Town ofWallkill

Main St., Poughkeeps ieKetchum Bridge Rd. ,Clinton Co .

County Road 82, RemsenAmherst St., BuffaloOld Oxford Rd., Chester

St at e Fun din g Total Cost

$ 100,000 $ 100,000100,000 100,000

300,000 1,800,000

1,520,000 8,950,000

90,000 500,000

300,000 1,800,000

340,000 1,990,000

130,000 740,00020,000 140,000

30,000 200,000170,000 1,020,000940,000 1,110,000

APPENDIX II


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RAIL ABANDONMENTS

A. Rail Lines Abandoned During 1983-84 With No Continuation of Service

RR LINE NAME DATE MILES1. BEDT2. D&H3. CR4. CR5. CR6. CR7. CR8. CR9. CR

10 . CR11. CRK ; 12. CR

~ 13. CR14 . CR15 . CR16 . CR17 . CR

Br oo kl yn Ea st er n D is tr ic t Te rm in alTroy Branch MP T-3.05 - t-3.llNiagar a Falls Secon dary MP 12.6-13.4Watkins Glen Secon dary MP 3.57-13.97In te rn at io na l In du st ri al T ra ck M P 0 .0 -3 .0 9East St. Spur MP 0.0-1.3Oneida Industr ial Track MP 0.0-0.41Claver ack Industr ial Tr ack MP 2.76-4.44Oa kf ie ld Se co nd ar y MP 39 1. 0- 41 4. 0, 4 18 .5 -4 21. 0Tivoli St. Spur MP 0.0-0.72Attica Br an ch MP 388.8-390.8Black Rock Br an ch MP 394.18-39 6.5First Ward Spur MP 0.0-1.04 ,F ay et te vi ll e I nd us tr ia l Tr ac k M P 0. 21 -0 .7 , 5 .5 -6 .8 9Saltland Spur MP 0.28-2.81Bradfor d Br an ch MP 0.0-6.2Piermon t Br an ch MP 3.18-4.54

8/15/8312/7/835/8/845/8/846/7/846/8/846/8/84

6/14/846/14/846/14/847/9/84

7/10/847/19/847/26/847/26/848/16/848/16/84

0.550.060.0810.43.091. 30.411.6824.60.722.02.321.041.882.536.21. 36

B. Rail Lines Abandoned During 1983-85 and Acquired By Other Parties for Continued ServiceRR LINE NAME ACQUlRER MILES

A. CRB. DBC. NY D

Ke ll og g In du st ri al Tr ac kRutland Br an ch (NY por tion )Bush & Atl an ti c Ter mi na ls

Am st er da m ID AClarendon & P it ts fo rd R RNY Cross Harbor RR

1. 06.6311. 0

I "~


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>N.N

APPENDlX II ONrAJUORAIL ABANDONMENTS

!

1 ': .f .. :! ; .j"

--~. -~-:):1


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;l>WI-'

A PP EN DI X I IIL IN ES P OT EN TI AL LY S UB JE CT T O A BA ND ON ME NT

It should be noted that no lines in New York State are currently designated as Category 1 or Category 2lines on ICC System Diagram Maps. As part of its planning process, however, the Department has determinedthat the following rail lines are under study for rationalization by the owner or termination of serviceif the operator does not own the line. Such rationalization may not necessarily include abandonment. F.orexample, lines may be offered for sale to another carrier.

RR LINE NAME MILESCRCRCRCRCRCRCRCRCRCRCRCRCRCRCRCRCRCRBONW

L ock po rt R un ni ng T ra ck ( N. T on aw an da -L oc kp or t)Old Lin e at RochesterR es to re d L in e a t R oc he st erW at ki ns G le n S ec . ( Hi mr od J ct .-B el lo na )L o wv ille Sec o nd ary ( Carthage-Lo w vi lle )H arle m Div is io n ( MO-B rew ste r-Was sai c)H os pi ta l I nd . T ra ck /P ou gh k ee ps ie S ec on da r yBeacon & M ay br oo k S ec . ( Bea co n- Ho pe we ll J et .)W al lk il l V al le y B ra nc h ( NMQ J ct .- Wa ld en )P ie rm on t & N or th er n B r. ( Pi er mo nt -S pa rk il l)N ew bu rg h I nd . T ra ck ( Va il s G at e- Ne wb ur gh )Pa sca ck Va ll ey Br . (NJ St at e Lin e-Spr in g Va ll ey )S uf fe rn I nd . T ra ck ( Su ff er n- Sp ri ng V al le y)D oc k In du st ri al T ra ck ( Pi er mo nt D oc ks -Sp ar ki ll )R o ch e ster B ranc h ( Mo rtimer-Ro c he ste r)F al ls R oa d B ra nc h ( Ro ch es te r- Lo ck po rt J et .)Fulton Sec. Tr ack at OswegoA vo n B ra n ch ( Mo r ti me r- Av on )B &O M ai nl in e C PA S ta te L in e- Bu ff al o)N &W M ain li ne C PA S ta te L in e- Bu ff al o)

13.30.51. 113.316.275.95.5

42.29.23. 94. 95. 29.61. 44.0

56.11. 613.0

117.768.0--462.6

;,.-. 1


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APPENDIX T ITLINES

TOPOTENTIALLY SUBJECTABANDoN tV! ENT


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APPENDIX VREGIONAL RAIL COORDII \JATORS

oCloronco FOldiekN YS DO T- R IO ion I84 Hollond A.en""Albon~, N.Y . 12208(5IB)474-6!362 F . A . MOljljiolinoNVSD OT - Rf\jion 2207G~n" Sir ee tUica,N.V.13MI(315)797- 2646G ) A.S. Vetl.,NVSDOT -Re~ ion3333 \'>I.shinglon SI.Syrec:uo. ,N.Y. 13202(315142S-43!31

oWil liam ShuadoN YS DOT - R.;io n 41530 JeH on RoodR o ch es te r, N .Y . 14623(716)442 -8550 Peter No.gelyN YS DO T - R eQ ion 5125 MOln Str o. tBuffalo, N . Y . 14203(716)847-3248 Brion MillerNYSDOT - Fl .; io n 630 W . Mai n S tr tHorne ll , N.Y. 148431607)324-1900 1.280

(!) EdQor HooseNYSDOT - ReQion 7317WOlhinQton Str 1Wat.rlown,NY 136011315)78~-2405o Don F,ganNYSDOT - RaQlan e4 80, ne " B lvd .PouQhk.ep".,NY 126031914)431-5724oJohn PaddiekN YS DO T- R OQ la n 944 How"y Slr tB in g hom lo n ,N . Y . 1 3 90 11607)773-7751

@ J. CeruseNYSDOT - Reg io n 1 0V e ta ro n$ H i gh w ayHauPPouQo,N.'f.1178715181979- 5123@ Joe Vo ronou&kas

N YS D OT -R eQ lo n I II NY C OllieolWorld T ro d. C .n te rNo Y"'" N Vork 100471212)938-4390

new york state rail program report 1985, prepared by the rail division

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