The National Corridors Initiative, Inc.

A Weekly North American Transportation Update

For transportation advocates and professionals, journalists,
and elected or appointed officials at all levels of government

Publisher: James P. RePass      E-Zine Editor: Molly McKay
Foreign Editor: David Beale      Webmaster: Dennis Kirkpatrick

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June 15, 2009
Vol. 10 No. 26

Copyright © 2009
NCI Inc., All Rights Reserved
Our 10th Year

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IN THIS EDITION...   In This Edition...

  News Items…
Ground-Breaking For $8.7 Billion Dead-End NY-NJ Hudson Tunnel
Norfolk Southern, BNSF Considering Electrification Of Some Rail Lines
  Economic Lines…
Strong, Healthy Transit Systems Key To A Vibrant Economy
  Commuter Lines…
Politicians Finally Support Weekend Service On Montclair-Boonton Line
Florida Congressman Pursues Commuter Rail Service For FEC Tracks
Commuter Rail Project Takes Crucial Step Forward
  Selected Rail Stocks…
  Safety Lines…
Cell Phone Ban Extended To T Private Contractors
  Off The Main Line…
Retired Sierra Club Couple Blocked From Transit Access
Good Rule Or Overkill?
  We Get Letters…
  Publication Notes …

NEWS OF THE WEEK... News Items...

Flawed NJT Project Cuts Off Future Eastern Seaboard Intercity Rail Growth


Ground-Breaking For $8.7 Billion
Dead-End NY-NJ Hudson Tunnel

News Analysis by DF Staff and From Internet Sources

NEW JERSEY --- Construction has begun on a massive $8.7 billion twin-tube Hudson River tunnel project, which will dead-end in a stub track station under 34th Street in Manhattan, instead of connecting to Grand Central Station and then on to New England and the Northeast as originally planned.

The project, “Access to the Region’s Core,” has received massive political backing especially from New Jersey, which decided to push forward with a New Jersey-centric approach. New York has gone along with the project, for reasons that remain unclear, since the original goals of better West side and Mid-Town access that the original alignment would have achieved have been abandoned, and the project no longer allows for the Amtrak service growth in the Northeast called for by a number of studies and projections over the past decade, and counted upon by New England governors.

The office of New York State Governor Paterson, when contacted a few weeks ago by the National Corridors Initiative, stated that it had not heard of the ARC project, and then later contacted NCI to state that the project was being handled “outside the Governor’s office” and referred all further questions to the Port Authority of New York and New Jersey’s public relations department. NCI declined to use the Port Authority as the appropriate spokesman for the Governor of New York State on this matter.

In recent weeks because of objections to the current dead-end configuration of the project by NCI, the National Association of Railroad Passengers, and other transportation advocates, there have been rumors that Amtrak would be encouraged to build its own tunnels under the Hudson River to connect to Penn Station and then on to Grand Central and New England, but skeptics have noted that two $8-$10 billion projects serving similar needs would be unlikely to receive backing, even in this era of Stimulus Money. In response to NCI inquiries, Amtrak said it was unaware of any official plan to build a separate tunnel between New Jersey and Manhattan.

The project is being driven forward by New Jersey Senator Frank Lautenberg (D-NJ), a longtime advocate for commuter and rail construction and an author of much of the legislation that has built up transit systems in America over the past two decades, although hostile Republican administrations have successfully thwarted many transit projects nationwide by stretching out the approval process, changing the matching funds requirements after the fact, and performing other bureaucratic maneuvers to stop the building of rail transit. They also took a position refusing to help fund [inevitable] operating deficits.

Sen. Frank Lautenberg said the project would make travel around Manhattan and North Jersey more manageable, by reducing the number of cars on the road. Officials estimate it will remove 22,000 commuter vehicles from area roads and reduce greenhouse-gas emissions by 66,000 tons a year, according to public statements regarding the project

It is also a prime project of New Jersey Democratic Governor Jon Corzine, who is in a tight election fight and just recently survived a primary challenge from within his own party; the New Jersey-only version of the project as presently configured is seen as of sufficient value to go forward with it “as is,” without regard to the long-term negative economic consequences to upstate New York (which would also be served by the Grand Central connection), New England, and Eastern Canada, with which subsequent Northeastern regional governors will have to deal, but which will take a decade or more to become obvious.

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Both Passenger And Freight May Be Affected


Norfolk Southern, BNSF Considering Electrification
Of Some Rail Lines

From Internet Sources And By DF Staff

The on-line publication Journal of Commerce ( is reporting that both NS and BNSF are looking actively at possible electrification of some of their mainline freight routes, which could also be likely locations for high speed passenger rail lines, also requiring electrification for true high speed performance, being advanced by the Obama Administration

Reporter John Boyd wrote in the June 9 on line issue: “A Norfolk Southern Railway executive said his company is exploring the potential to eventually electrify some freight rail lines in connection with passenger rail corridors, but the chief executive of Union Pacific Railroad said he is not considering freight electrification.”

“Earlier this year, BNSF Railway’s chairman, president and CEO, Matthew K. Rose, said he was in talks with transmission line companies that want to install new power lines in the railroad’s right of way,” wrote Boyd. “And he said BNSF was exploring whether that could help the railroad convert large parts of its sprawling western network to electricity. Industry sources indicated other large carriers were looking at the same options, as Congress and the Obama administration push to upgrade the capacity of the U.S. electricity grid and tie in more alternative power sources.”

The move to electrify would restore some routes that were once electrified, but converted to diesel many decades ago, as well as adding many new route miles of service.

A recent report by the Association of American Railroads recently reported that all six of the largest or “Class I” railroads in the United States would need to spend $135 billion over the next 25-30 years just to maintain present systems and capacity in order to retain existing market share, which is itself only a small fraction of what it was earlier in the last century when the Federal government began heavily subsiding the trucking industry by building the National (beginning in 1916) and Interstate (beginning in 1956) highway systems. Rail’s share of the shipping market, by value, has dropped by more than half, although less valuable commodities, such as coal, tend to be shipped by rail.

The AAR estimates that only $96 billion of these funds could come from the railroads themselves, leaving a $35 billion shortfall just to keep from losing ground. Public investment in private freight railroad right of way has been a controversial issue in the past, but is gaining more acceptance as the benefits of better rail service become clearer to the Congress, and to the general public. Organizations such as the National Corridors Initiative favor massive public investment in freight rail systems so as to bring back America’s ability to compete in world markets. The Chinese alone are spending more than $200 billion on passenger rail lines over the next four years to build a nationwide electrified high speed passenger rail system, dwarfing even the Obama stimulus plan (at $8 billion) for intercity passenger rail; they have already spent extensively on improving their freight rail system, and are continuing to do that as well.

For a more detailed analysis see reporter Boyd’s Special Report: Electrifying Freight Rail at:

In the on-line story Boyd notes: “Some observers also say the Obama administration’s push to jumpstart high-speed passenger rail lanes could push freight lines to electrify some of their trains, since true high-speed trains run on electricity and their most likely corridors might be in lanes now owned by freight railroads. In an interview outside the North American Rail Shippers Association annual meeting in Chicago, NS Executive Vice President and Chief Marketing Officer Donald W. Seale said “we’re having some discussion and review” about the potential to at some point electrify some track and trains.

“We at NS don’t see rail electrification in the near term” for freight, Seale said to the Journal of Commerce, but he added that could start in connection with passenger rail corridor development. Norfolk Southern’s territory covers the Southeast, Midwest and many parts of the Northeast.

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ECONOMIC LINES... Economic Lines...  

Strong, Healthy Transit Systems Key To
A Vibrant Economy

By DF Staff From Internet Sources, Including Excerpts From
Editorial In Bostonglobe.Com

Across the country commuter rail, bus systems, and other forms of transit services are in dire financial straits and agency officials find themselves turning to fare hikes and service cuts to get through these difficult times. And yet, the very people who depend upon these services are the ones who can least afford to be pay more. And if they can’t afford the cost of the bus ticket and they can’t afford a car, what then? One politician said, “They’ll have to walk, or find another way.” Does that have the ring of Marie Antoinette’s famous quote about her starving subjects, “Let them eat cake?”

In Connecticut, Governor Rell has aroused strong reaction from the transit community and the public with her proposal to raise fares by 40%.

In California, the Valley Transportation Authority and Caltrain took painful steps last Thursday that will cut service, raise fares and reduce ridership on trains and buses in Santa Clara County and up the Peninsula.

In Massachusetts, the MBTA (Massachussetts Bay Transportation Authority) is so crippled by debt that it is considering Draconian fare hikes just to keep operating.

An opinion piece by Marc Draisen in the Boston Globe on June 9th underscores the importance of the MBTA to the economy of the neighborhoods and towns it serves. Draisen is with the Metropolitan Planning Council.

“The T is..... one of the economic engines of the Commonwealth,” he writes. “It has helped to revitalize neighborhoods with new jobs, housing, and parks. And these benefits extend beyond the urban core. The Metropolitan Area Planning Council is working with communities like Braintree, Weymouth, and Malden to create or refurbish “transit-oriented” town centers.”

“One of the greatest improvements to life in Metro Boston over the past 20 years is the MBTA. Whatever its shortcomings, the T today is a far cry from the one many of us rode as children.”

Draisen goes on to describe the improvements and expansions: the rebuilt Orange Line which runs quickly downtown and then north to Malden; the Red Line that has been doubled in length, now links Braintree with Cambridge;. in addition, commuter trains and ferries knit the regions together.

In addition to spurring economic development, the T limits congestion on roads throughout the metropolitan region. Congestion already costs Boston-area drivers dearly - according to one study, $895 annually in lost wages, gasoline, and other costs.

Imagine how much worse traffic would be without the T.

A long-range economic growth plan, called “MetroFuture” has been put together by the Planning Council with input from more than 5,000 residents and regional leaders. It calls for a new pattern of development based on “smart growth” - concentrating new homes and jobs near existing infrastructure, preserving farms and fields, and protecting air, water, and habitat. And the success of it all depends on one institution: “a healthy, stable, and growing transit system.”

“We need a strong transit system to accomplish almost every goal of MetroFuture,” Draisen says: “to cut greenhouse gas emissions, to reduce traffic congestion, to build neighborhood and town centers that can attract jobs and homes, to get young people to work and seniors to shops, and to meet our moral and legal obligations to people with disabilities. Perhaps most important, in order to compete with cities that are building new transit systems in the South and West, as well as Asia and Europe, we need to expand and improve the T.”

Draisen points out that the proposed cuts and fare hikes won’t close the $160 million budget gap. New revenues will have to be found.

It will take revenue as well as reform to save the MBTA. Without quick action, Massachusetts will weaken one of its greatest economic assets.

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COMMUTER LINES... Commuter Lines...


Editor’s note: Despite the financial problems of transit services across the country,
three examples of commuter rail expansion hit the news recently. Read on:


Politicians Finally Support Weekend Service
On Montclair-Boonton Line

By David Peter Alan

Political leaders in the Town of Montclair, New Jersey, appeared before the New Jersey Transit Board last Wednesday to argue that service on the Montclair-Boonton Line should run on week-ends. “It’s really important for [N.J. Transit] to know that we, the people, want this service. We’d support it and make it worth their while,” said Montclair Mayor Jerry Fried, who proposed hourly service between the Montclair State station and Hoboken, with eventual westward expansion.

This event marks a sharp reversal of previous attitudes. Back in the 1980’s and 90’s, Montclair officials had been openly hostile to the building and implementation of the Montclair Connection. Albert L. Papp, Jr., who was Chair of the Lackawanna Coalition at that time, recalls the hostility exhibited by Montclair officials. “Some mayors of Montclair just didn’t care to have the Connection built, while others were openly hostile,” recalls Papp. The town actually sued to prevent it, but the suit went nowhere and in 1998, they agreed to let the project proceed.

Local rail advocates have speculated for years that Montclair's hostility to construction of the Montclair Connection, and later to week-end service, stemmed from town officials' desire to accommodate DeCamp Bus Lines, a Montclair-based carrier that offers service to the Port Authority Bus Terminal in Manhattan. But advocates have always believed that if residents of Montclair and the other towns along the line push hard enough for service, their elected leaders would eventually listen and join the campaign. This may be happening now.

The last time trains ran to Montclair on Sundays was in 1959. A small amount of Saturday service continued to operate until 1966, when massive cuts eliminated all service outside of peak commuting hours. Weekday midday service was restored in 1967, but eliminated again in 1968.

All other rail lines in the New York New Jersey area offer service seven days a week, including the Pascack Valley Line, which had no off-peak service from 1939 until 2007. So do all other commuter rail operations in the Northeast, with two limited exceptions.

- Dave Alan is Chair of the Lackawanna Coalition, a New Jersey based advocacy group for rail and transit.

The Lackawanna Coalition and New Jersey Association of Railroad Passengers (NJ-ARP) have consistently supported both the Montclair Connection and week-end service on that line for many years.

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Florida Congressman Pursues Commuter Rail Service
For FEC Tracks

From Broward Politics On The Internet

Service area map of the FEC

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JUNE 12 - U.S. Representative Ron Klein met today with a representative of Florida East Coast Railway as part of the push to get passenger rail service on the FEC tracks.

Klein represents coastal communities in Broward County that would benefit from commuter rail service on those tracks.

Here’s the release from Klein’s office:

In today’s meeting, Klein urged FEC to continue negotiating in good faith and make this project a top priority. Just last week, Klein met with FDOT Secretary Stephanie Kopelousos in his Washington office to discuss the status of the project. Klein expressed his desire to see the project move forward as quickly as possible and thanked the Secretary for her leadership in reviving the project.

One of Congressman Klein’s main transportation priorities is to utilize the right-of-way that Florida East Coast Railway holds in the Tri-County area. Klein is working in a bipartisan manner with Congressman Mario Diaz-Balart to include statutory language in the upcoming surface transportation authorization bill that would allow the State of Florida to pursue federal funds for the Tri-Rail/FEC project.

“Passenger rail is a clean, affordable transportation solution that will play a critical role in our region as South Florida continues to grow,” Klein said. “I have been a long-time supporter of utilizing the existing FEC rail lines for passenger rail. This may be our best opportunity to bring a true, world-class system of public transportation to South Florida. I have made it my mission to move Tri-Rail to existing FEC tracks because it will take thousands of commuters off the road and revitalize downtown development.”

Moving Tri-Rail to existing FEC tracks could create a new commuter line linking downtown Miami, Fort Lauderdale, Boca Raton, West Palm Beach, and other coastal communities in the Tri-County area. More than 1.1 million people live within a half-mile of the rail line in Miami-Dade, Broward and Palm Beach counties.


The Florida East Coast Railway (FEC) operates 351 miles of mainline track along the east coast of Florida. With interchanges of Class I carriers, NS and CSXT the reach of the FEC is expanded throughout all of North America.

FEC moves major carload commodities of aggregate, automobiles, lumber, farm products, food and kindred, machinery, pulp and paper, petroleum products, and stone, clay and glass. Volumes for FEC exceeded 118,000 in 2007.

FEC also serves five (5) intermodal terminals with volumes for 2007 exceeding 300,000 units. FEC also provides a drayage leg in its portfolio of services to intermodal customers. This has proven to be a very attractive alternative for retail customers looking for one-stop shopping in their transportation services needs.


Photo: Pocono Record   

Scranton to Hoboken commuter rail

Proposed Line

Regional Cooperation Gets Results


Commuter Rail Project Takes Crucial Step Forward

From The Pocono Record On The Internet

US Senators Arlen Specter and Bob Casey, Jr. announced last week that the Scranton-to-Hoboken, N.J., rail project, in the works for more than a decade, has received special federal designation allowing it to move forward.

The Environmental Protection Agency has declared a Finding of No Significant Impact (FONSI) for the entire project, meaning the project – after a 30-day public comment period – can move to securing funding for the engineering and construction phases.

“This railroad is really about the future,” Casey, a Scranton native, said. “There are people who want to talk about the line being re-established for nostalgia ... but this is going to bring jobs and commerce and the future to northeast Pennsylvania.”

The $550 million project, which includes stops along the line in the Poconos, now could be completed within four to five years, according to Larry Malski, chief operating officer of the Pennsylvania Northeast Regional Railroad Authority.

“There are hundreds of projects in the country hoping to get to this point,” Malski said. “This puts us in a different category.”

In a subsequent Record article, Michael Sadowski reports that officials from Monroe and Lackawanna counties, as well as New Jersey, have been trying for more than two years to secure the EPA’s designation. Without this federal finding, the project could not move forward.

Importance of regional collaboration

“There’s just so much involved in the process,” Bob Hay, chairman of the Pennsylvania Northeast Regional Railroad Authority (PNRRA) and former chairman of the old Monroe County Rail Authority. “It took a lot of support to put all the pieces together.”

The PNRRA is the combination of the former Monroe and Lackawanna county rail authorities. The groups were merged to create a regional organization, making it easier to secure funds for the project.

Malski said once the funding is in place, it would be easier to gauge a timeline for its completion, but he remains optimistic that in 2013 or 2014 it can be finished.

“Now it all depends on the funding,” he said. “We’re totally contingent on the funding.”

Casey said the project has the attention of President Barack Obama and Vice President Joseph Biden — a Scranton native.

Editor’s note: The Obama administration has emphasized the importance of regional connectivity for rail projects to be successful. Regional entities also exist in California, the Capitol Corridor Joint Powers Authority, in the Midwest with the Midwest High Speed Rail Association, and now in New England there are efforts instigated by the newly formed New England Rail Coalition to establish better coordination among those states and Eastern Canada.

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STOCKS...  Selected Rail Stocks...


Burlington Northern & Santa Fe(BNI)77.3676.98
Canadian National (CNI)43.6643.55
Canadian Pacific (CP)42.3242.20
CSX (CSX)36.5233.94
Genessee & Wyoming (GWR)26.7529.64
Kansas City Southern (KSU)17.9415.97
Norfolk Southern (NSC)41.2340.70
Providence & Worcester (PWX)11.5111.66
Union Pacific (UNP)54.3653.86

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SAFETY LINES... Safety Lines...  

Cell Phone Ban Extended To T Private Contractors

New Rules Have Raised Concerns Among Union Members

From Boston, WBZ On The Internet

On May 18, the MBTA passed the ruling which prohibits bus, train or subway operators from carrying a cell phone, iPod or paging device while on duty. The ban has also been adopted by contractors operating T commuter rail, the RIDE and commuter boats, as well as by private bus companies serving T routes.

The T had previously banned operators from using such devices while on duty, but they could have them in their possession.

Under the new ruling, violators will be suspended immediately and will be recommended for termination.

“Public safety and customer service must continue to be our No. 1 priority, and I’m thankful the MBTA’s contractors are joining us in implementing a zero-tolerance policy for cell phone use,” Transportation Secretary James A. Aloisi Jr. said in a news release Sunday, June 7.

The new policy was adopted after a T Green Line operator admitted he was sending a text message when he rear-ended another train last month near Government Station. Dozens of people, including the driver, were injured in that accident.

The driver, Aiden Quinn, 24, of Quincy was fired.

Union challenges ban

Last Thursday, the Boston Carmen’s Union, MBTA’s main labor union, reversed course and decided to challenge the ban. They are in favor of some changes but believe the rule is unreasonable and that it should be negotiated before a final decision is made. Union leaders are concerned that their 6,000 members will feel that they are being punished because of one employee’s irresponsible behavior.

The letter was signed by the union’s recording secretary, John Clancy, and differed sharply from the unequivocal support for the ban declared Saturday by Carmen’s President Steve MacDougall. MacDougall was carbon-copied on Clancy’s letter.

MacDougall said at the time he expected some resistance from the union’s 6,000 members, which represent most T employees.

MacDougall did not immediately return a message left last week at the Carmen’s Union.

Daniel Grabauskas, general manager of the Massachusetts Bay Transportation Authority, said in a statement: “I am disappointed that the union has retreated from its initial strong support for a policy that I know will save lives.”

Under the new policy, any bus, subway or commuter rail driver caught using a phone receives a 30-day suspension, with a recommendation of discharge. Anyone caught carrying a phone or electronic organizer faces a 10-day suspension. A second offense will cost them a 30-day suspension and a recommendation.

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OFF THE MAIN LINE... Off The Main Line...  

Retired Sierra Club Couple Blocked From Transit Access

By DF Staff

When two longtime Boston residents moved to a retirement community in a suburb last year, they chose a location next to a commuter rail line. This would be an easy walk from their apartment, or so it appeared.

What they found was a huge disappointment: the rail stop was just outside the fence that surrounded this large complex, and there was no gate! It would be such easy walking distance to the train, but without access through the fence, they are forced to drive to the station and pay a minimum of $7 with parking and fares to get to Boston. At this retirement community where people wander and the“insiders” are afraid of the“outsiders,” there is no hope of getting a gate installed.

“It is an outrage,” said the wife, who preferred to remain anonymous. “At a minimum there should be a bus outside the front gate that would take us to the MBTA subway, commuter rail and / or ferry. We are in a community of over 1000 people!”

This couple has been members of the Sierra Club for 40 years.

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OPINION... Opinion...  

Good Rule Or Overkill?

By Dennis Kirkpatrick, NCI Webmaster
Resident: Boston, MA

A recent decision by the Massachusetts Bay Transportation Authority (MBTA) to ban not only the use of cell phones, but the mere possession on one’s person of hand-held devices for all of its employees and subcontractors raises some serious questions. The rule, based on safety concerns, may itself compromise safety.

The new rule, backed by the state Department of Public Utilities and prompted by a recent rear-end collision on the Green Line subway trolley service, was imposed on not only MBTA vehicle operators, but all employees on the job, and has since been extended to commuter rail employees and even subcontractors that provide supplementary transportation services to the MBTA such as specialized handicap services.

While at face value this seems reasonable, it has to be judged against the fact that the MBTA had a “no cell phone” rule already in place that was not being properly enforced. The trolley collision, the result of a Green Line operator “texting” someone, and running into the trolley in front of it, brought about a knee-jerk reaction from authorities and the public.

Certainly, no operator should be using any hand-held device, music player, or other distracting devices, but personal cell phones may, in some cases, be the only access to emergency services when necessary. Not all MBTA busses have two-way radios, and at any one time a segment may be out of order. The same is true of subway trains and commuter rail coaches. Few employees are equipped with walkie-talkies.

This means that, in times of emergency, an operator may possibly have to rely on locating a land-line, pay phone (and those are scarce these days) or even engage a passenger in summoning help. Who is better equipped to define the emergency and location, the operator or passenger? And what about employees that may have ill family members at home or children in school or daycare that may need to be summoned? The press has been silent on provisions on how that will be effectively handled. This is 2009, not 1959.

Clearly a rule is needed, and needs to be enforced, but the present plan is shooting mosquitoes with a shotgun. What is needed is a complete review of policy, development of a well-thought regulation, and creation of tools to enforce that. The ramifications of the present, quickly implemented rule are yet to be determined, and sadly it may be a serious emergency situation with no communication available that will emphasize its flaws.

A cell phone is essentially a two-way radio; compare these policies: Police officers are not banned from using radios or cell phones when enforcing the law. Firefighters are not banned from using radios and cell phones when responding to fires. Airline pilots routinely use radios to communicate with the control towers. Ambulance technicians are in fact required to use radios and cell phones to save lives. Why is it that rail and bus operations are different? Can we learn something from those other professions when coming up with a comprehensive policy that works?

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WE GET LETTERS... We Get Letters...  

Dear Editor,

RE: More U.S. Airports Add Rail Service To Downtown [DF June 1, 2009 Vol. 10 No. 24]

The fabled ‘one seat ride’ really only works at compact airports such as Cleveland, Baltimore, Washington National. CTA gets you to O’Hare, but if you are not using that terminal it can be a long walk to your plane. Even the CTA line to Midway puts you on the far side of the parking garage with a serious hike to the terminals. Thus, while the JFK Airtrain may not be perfect, you can get to any terminal or out to two different subway lines and the Long Island RR. BART [on the other hand] chose to terminate in one of four terminals -- great if you are using that one -- same need to use the airtrain for the three others. It is worth noting that many transit analysts think airport links derive more riders from the workers than arriving/departing passengers. Sadly at both SFO and JFK many of them are priced out. As a result, ridership to SFO is way below the estimates generated to qualify for FTA funding and fares are about to go up again.

David Vartanoff


Dear Editor,

David Beale has it a bit wrong. BART trains go straight inside the central (international) terminal at SFO, just steps away from the ticket counters. [ DF June 8, 2009, Vol 10, No. 25]

Only the domestic terminals use the connecting tram service to and from BART.

John Maybury
Pacifica, California

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END NOTES...  Publication Notes...

Copyright © 2009 National Corridors Initiative, Inc. as a compilation work and original content. Permission is granted to reproduce content provided acknowledgements to NCI are given. Return links to the NCI web site are encouraged and appreciated. Color Name Courtesy of Doug Alexander. Content reproduced by NCI remain the copyrights of the original publishers.

Web page links as reproduced in our articles are active at the time we go to press. Occasionally, news and information outlets may opt to archive these articles and notices under alternative web addresses after initial publication. NCI has no control over the policies of other web sites and regrets any inconvenience experienced when clicking off our web site.

We try to be accurate in the stories we write, but even seasoned pros err occasionally. If you read something you know to be amiss, or if you have a question about a topic, we’d like to hear from you. Please e-mail the editor at Please include your name, and the community and state from which you write. For technical issues contact D. Kirkpatrick, NCI’s webmaster at

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In an effort to expand the on-line experience at the National Corridors Initiative web site, we have added a page featuring links to other transportation initiative sites. We hope to provide links to those cities or states that are working on rail transportation initiatives – state DOTs, legislators, government offices, and transportation organizations or professionals – as well as some links for travelers, enthusiasts, and hobbyists. If you have a favorite link, please send the web address (URL) to our webmaster.

Destination Freedom is partially funded by the Surdna Foundation, and other contributors.

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