Vol. 8 No. 52
December 31, 2007

Copyright © 2007
NCI Inc., All Rights Reserved

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A weekly North American transportation update

The E-Zine of the National Corridors Initiative Inc.

Publisher - James P. RePass
Editor - Molly McKay
European Correspondent - David Beale
Webmaster - Dennis Kirkpatrick

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

IN THIS EDITION...  In this edition...

  News Items…
Feast and Famine: Maine’s #1 rated Downeaster Prompts Expansion
   --- if $$$ can be found to continue
CR Japan Commits to MagLev Project; Stock Drops Sharply
   on the News
  Commuter Lines…
Bombardier to Supply Montreal With 160 Multi-Level
   Commuter Rail Cars
  Selected Rail Stocks…
  Across The Pond…
Deutsche Bahn and Train Driver Continue to Negotiate
Deutsche Bahn Replaces Century-Old Rotting Bridges in Hamburg
China Begins Building High Speed Trains
Spain Opens Madrid – Valladolid High Speed Rail Line
  Guest Editorial…
Columnist Jim Thompson: Elected Officials at Root
   of GA-DOT’s problems
  January Conference…
  End notes…

NEWS OF THE WEEK... News items...

Special Edition For New Years Eve:


Publisher’s Note: We had planned to stay on hiatus until next week, but too much is happening…thus a [shortened] D:F for December 31]

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Feast and Famine: Maine’s #1 rated Downeaster
Prompts Expansion --- if $$$ can be found to continue

By DF Staff and From the Internet

PORTLAND --- The Downeaster, Maine’s highly successful Amtrak train which has been showing 20% ridership gains while winning the “best-of” categories in service and on-time performance in the nation, is to be expanded to Brunswick and North ---- if only it isn’t killed off first.

That’s the dilemma faced in Maine as Governor John Baldacci and the state legislature struggle to find the money to continue the highly popular and heavily used train when the Federal funds used to start it up run out in 2009.

Portland Press Herald reporter Tom Bell writes (December 26): “Construction could start in 2008 to extend Amtrak's Downeaster service from Portland to Brunswick beginning in 2010, but only if the state commits to paying the service's operating subsidy, according to rail authority officials.”

If the state can come up with the $7-$8 million needed to replace the expiring Federal grant, that would free up another $31.5 million being sought by the Northern New England Passenger Rail Authority to expand the service 29.5 miles between Brunswick and Portland, a 4:1 benefit for the State in new investment in infrastructure.

Patricia Quinn, executive director of the Northern New England Passenger Rail Authority, told the Press Herald that the authority could raise money for the project “…through a revenue bond or a low-interest loan through the Federal Railroad Administration.” She said the Maine Department of Transportation may also have funds available for the work.

The existing Federal assistance pays for about half of the annual $13 million Downeaster budget; the rehabilitation cost of about $1 million a mile compares to the $10-$100 million a mile required to add a lane of highway to an interstate, even though a single train track has far more capacity than a highway lane.

Quinn said the subsidy for the extended service would be only slightly more than that for the existing Portland-to-Boston service because increased ridership would boost revenue and the authority would use the same trains and crews, the paper reported.

If the Downeaster went to Brunswick, she said, passengers could then board trains operated by the Maine Eastern Railroad, which runs seasonal excursion trains on state-owned tracks between Brunswick and Rockland. “By investing in 29 miles of track, you basically create a connection all the way from the midcoast to Boston,” she said. You get 90 miles,” she told the Press Herald.

Plans call for two daily round trips between Portland and Brunswick. The Downeaster now offers five round trips daily between Portland and Boston.

Crews would build up the rail bed, upgrade crossing signals and replace the rails so they can support a passenger train traveling t 60 mph, Pan Am Rail President David Fink told the Press Herald. “If it comes together, I hope we can do this and move it on to Brunswick.”

Quinn describes Fink's $31.5 estimate as “very fair and reasonable”; Fink noted that the railroad would not profit from the work, but merely perform it for the project.

Supporters of the Downeaster are seeking a commitment this year for state funding in the two-year budget that starts July 1, 2009. Gov. John Baldacci is a strong advocate of increasing passenger and freight rail service in Maine and is trying to find ways to keep the Downeaster operating and allow for its expansion. The governor’s spokesman, David Farmer, said Maine’s economy is linked to that of Greater Boston. “The further we extend those linkages,” he told the Press Herald, “the greater the economic opportunities.”

For the full story see: http://pressherald.mainetoday.com/strysearch.html?c=News&d=2007-12-26.

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CR Japan Commits to MagLev Project;
Stock Drops Sharply on the News

By DF Staff and from the Mainichi Daily News, Reuters

TOKYO --- Central Japan Railway Co. (JR Tokai) will pay 5 trillion yen ($44.7 billion) out of its own pocket to build a new Shinkansen line between Tokyo and Nagoya for the 500-kph (310 mph) magnetically-levitated (maglev) trains scheduled to go into service in 2025, company officials said, the Mainchi Daily News reported this week.

The company’s stock immediately dropped sharply on the news, according to Reuters, falling 9 per cent

The company made the decision after deeming that it can start operating super-superexpress trains earlier if it chooses not to wait for an injection of taxpayers' money, said MDN.

The fastest maglev train is expected to complete the 290-kilometer journey between Tokyo and Nagoya in 40 minutes as compared with an hour and 40 minutes that the fastest bullet train on the Tokaido Shinkansen Line currently takes to travel between these cities.

JR Tokai estimates that it will cost 10 trillion yen to build the Chuo Shinkansen Line between Tokyo and Osaka for maglev trains.

The new trains, which would run starting in 2025 at speeds of around 500 km per hour (310 miles per hour), would cut traveling time between the capital and Nagoya by half to around 40-50 minutes, the company said, according to Reuters. The fastest bullet train between the two cities now travels at around 270 km (168 miles) per hour. Central Japan Railway expects recurring profit to fall to around 70 billion yen in the 2026/27 business year on operating costs and depreciation charges, after which it should gradually rise to average around 140 billion yen between 2026 to 2035.

Above: Japan’s Proposed MagLev Train

At Left: Germany’s MagLev

While folks living near Shanghai are already enjoying the luxuries of a maglev (magnetic levitation) railway, Germany is getting set to build a similar line to shuttle citizens from Munich's city center to its airport. The €  1.85 billion ($2.61 billion) project is finally on track to become a reality after securing the necessary funding, and it should be able to whisk travelers around at nearly 310 miles-per-hour when it's complete, reports a German blog site.

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COMMUTER LINES... Commuter Lines...

Largest-Ever Commuter Rail Offer


Bombardier to Supply Montreal With
160 Multi-Level Commuter Rail Cars

Berlin, December 18, 2007 – Bombardier Transportation announced this past week that it has won a contract valued at approximately 264 million euros ($381 million US, $386 million CAN) from the Government of Quebec to supply 160 Multilevel commuter rail cars for the Agence Métropolitaine de Transport (AMT) in Montréal.

This order is based on a call for tender issued in February 2007. The contract includes a base order of 30 cars and options for 130 additional cars. The Government of Quebec has elected to exercise all available options. The state-of-the-art, stainless-steel passenger rail cars are configured to operate on AMT’s existing network and will also be introduced on the future train de l’Est line.

“Bombardier has a long history of providing quality rail solutions to Montréal, including the last delivery of 22 aluminum-construction Bombardier BiLevel cars to the AMT,” said the company. Specification for the new Multilevel cars complies with infrastructure parameters on the entire AMT network, allowing the cars to operate on any of the AMT’s commuter rail lines. William Spurr, President of Bombardier Transportation North America, said: “This contract illustrates the great confidence the Government of Quebec and the AMT have invested in our products, and we are happy to take part in the expansion of rail transportation in the Montreal Metropolitan region. Like many other large cities around the world, metropolitan Montreal needs an efficient and modern transit system to facilitate mobility and stimulate economic development. Investing in rail solutions is a concrete step towards sustainable development.”

The Multilevel cars feature two main levels of passenger seating zones, as well as an intermediate level offering ergonomic seats in a comfortable and convenient interior design. They are similar in design to cars purchased by New Jersey Transit, and are popular with riders because of their higher comfort level than standard 5-across seating EMU and rail cars.

Photo: NCI

An interior photo of one of Bombardier’s bilevel coaches

In addition, the new cars include:

The stainless-steel cars will be manufactured at Bombardier production facilities in La Pocatiere, Quebec. The La Pocatière site is currently manufacturing Multilevel cars for New Jersey Transit (NJT) in the United States. First delivery of the new Multilevel cars for the AMT is planned for the third quarter of 2009. Bombardier is the only major passenger rail car manufacturer with a dedicated rail production and engineering presence in Canada. Since its origins in 1974, Bombardier’s rail business has manufactured close to 7,000 rail cars for domestic and export markets through its two Canadian manufacturing facilities in La Pocatière, Quebec and Thunder Bay, Ontario. It also operates engineering and administrative centers in Saint-Bruno, Quebec and Kingston, Ontario.

In Montréal, Bombardier has provided rail vehicles for the Montréal subway (1974), locomotive-hauled coaches for the Montréal Rigaud commuter rail line (1989), electric commuter vehicles for the Deux-Montagnes line (1992), and aluminum BiLevel cars for the Montréal-Rigaud line (2003).

Photos are available at Bombardier’s multimedia gallery at: http://www.transportation.bombardier.com/photography.jsp

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STOCKS... Selected Rail Stocks...

Stocks will not be reported this week, but will resume with the January 7 edition.

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ACROSS THE POND... Across the Pond...

Installments By David Beale
NCI Foreign Correspondent

Deutsche Bahn and Train Driver Continue to Negotiate

Both sides show optimism - passengers could be spared a round of new strikes after the 6th of January.

Berlin - The wage controversy at Deutsche Bahn drags into 2008. The negotiations between representatives of the railroad and the train drivers’ union GDL are to be continued on the 2nd January, as both sides communicated after a further round of negotiations.

GDL boss Manfred Schell on Saturday called again the resumed negotiations a „promiseful beginning “. However still further discussions are necessary. If the discussions should fail, the GDL will again strike the passenger and freight operations starting on the 7th Januray. By the 6th of January everything must be clear“, said Schell. He stressed again that it did not want a strike, but rather a solution. A spokeswoman of the railroad said, „ there was a good atmosphere“. The two sides spoke „pertinently “about the demands of the trade union.

The railroad had offered eight per cent more money to the train drivers, but had withdrawn their offer after the temporary end of the discussions. The GDL demanded last at least ten per cent more base salary. Apart from the wage increase the union is also concerned with the negotiations over the duty time.

A week ago the Federal Minister of Transport, Wolfgang Tiefensee (SPD), had encouraged the warring parties to a wage agreement to new negotiations. Previously the GDL had broken the negotiations off, and Schell called the discussions a failure.

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Deutsche Bahn Replaces Century-Old Rotting Bridges in Hamburg

Hamburg – Deutsche Bahn – German Railways – began an intensive two-week-long replacement program of three decrepit rail bridges in southern part of the city of Hamburg late last week. Affected are the bridges at Amsinckstraße, Deichtorstraße and Oberhafenbrücke, all of which are on the southern approach to the Hamburg central station. As a result intercity train services from Hamburg central station south to Hannover, Kassel, Würzburg and beyond are suspended until after New Year’s Day. Services on a parallel commuter S-Bahn train line, which runs along a separate right-of-way and bridges, are not affected. But since the S-Bahn line is powered only with DC third rail and has no overhead AC power lines, intercity trains are unable to use the S-Bahn tracks.

About 400 construction workers are working around the clock to replace all three bridges. One serious incident occurred on Thursday when a crane hit the overhead power line of a nearby track live with 15 kVAC power, causing the crane to erupt in fire. The crane operator was injured but expected to recover. The construction manager of the project stated that despite that incident the effort is so far running on schedule.

Photo: Deutsche Bahn AG

A consist of two ICE-3 train sets leaves Hamburg Central Station (Hauptbahnhof) headed south towards Munich in 2002.

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China Begins Building High Speed Trains

Asia’s largest country joins exclusive club of countries able to build high-speed rolling stock

Beijing – China started assembly of high-speed trains, which will operate at 300 km/h (190 mph). “After Japan, France and Germany China becomes only the fourth nation in the world capable of building high speed trains”, stated Wang Yongping, a spokesman of the Chinese Railroad Ministry to the Xinhua news agency.

The first train sets should be completed by June 2008, in time for the 2008 Olympiad in August. They will initially start service in July on the Beijing – Taijin line, thereby decreasing travel time from 80 minutes to 30 minutes.

In a separate press release the Chinese Railroad Ministry stated that construction on the new Beijing – Shanghai high-speed rail corridor will begin in January. The all-new standard-gage rail line will be built according to technical standards used for Japan’s famed ‘Bullet Train’ high-speed rail lines.

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Spain Opens Madrid – Valladolid High Speed Rail Line

Madrid – Spain’s national railroad, RENFE, started revenue passenger train services on the all-new high speed line to Valladolid last week. The standard track gage line is approximately 180 km long and includes a 29 km long tunnel, the longest on the Iberian Peninsula. Journey times are reduced from about 150 minutes to just 56 minutes.

The new rail line is the latest addition to Spain’s rapidly expanding network of high-speed rail lines which are branded “AVE”. RENFE operates a mixed fleet of high speed train sets which are based on France’s TGV made by Alstom, high -speed version of Talgo’s train set series and Germany’s ICE-3 high speed train model from Siemens.

Unlike the “classic” rail network in Spain, most of the new Spanish high-speed lines are built to the 1435 mm international track gage standard. Some of the high speed rolling stock in Spain has the capability to change from standard gage to Iberian broad gage and vice-versa very quickly in track-side “gage changer” machines located where two rail lines of different gages intersect. .

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GUEST EDITORIAL... Guest Editorial...

Cutting through the Spin in Georgia


Columnist Jim Thompson: Elected
Officials at Root of GA-DOT’s problems

From the Athens (Georgia) Banner-Herald, http://www.onlineathens.com/ Used by permission


(Jim Thompson is editor of the editorial page for the Athens Banner-Herald, and is one of the increasing number of journalists who fully understand that the transportation crisis we are in is of our own making. While his column cites the Georgia Department of Transportation, the story could be repeated in state after state, where Departments of Transportation, for decades dominated by highway engineers who have zero understanding of or sympathy for anything not made of asphalt or concrete, have been given automatic funding streams and then by default, the right to make policy decisions at the same time. The result is, well, Atlanta, which is suddenly on the corporate-locator “avoid” list (see separate story) because of increasingly impossible auto and truck congestion, while long-promised rail systems languish on the drawing board or are “studied”. )


Don’t you believe them for a minute. Don’t you dare believe them.

The state’s high-level elected officials were merely feigning shock - shock, they said - last week upon learning of the massive disarray in the state’s Department of Transportation.

To briefly recap the news made by new DOT Commissioner Gena Abraham last week, the agency has been so wildly mismanaged for so long the staff couldn’t even tell her how many projects were on the books. The initial number given to her was 1,100 projects, but that number later mushroomed to more than 9,000, with about 2,500 projects listed as active.

Beyond that, Abraham’s poking around in the agency’s books - insofar as such poking around is possible, given that the agency has five separate computerized accounting systems, only a couple of which are integrated - revealed that just one of the agency’s groups of projects is more than $4 billion above initial cost estimates.

In a shameless bit of stagecraft last week, [Georgia Governor] Perdue called journalists from The Atlanta Journal-Constitution into his office - after meeting behind closed doors with Abraham and the DOT board - so that he and board members could tell the newspaper the new commissioner’s revelations marked the first time, the very first time, that they’d heard anything about the transportation agency’s obviously longstanding mismanagement.

“But the first step toward doing better is acknowledgment of that,” the governor told the Atlanta newspaper, offering up a bathos-soaked bromide of contrition.

It wasn’t long before the state’s legislative heavy-hitters were chiming in with their own pusillanimous tut-tutting.

Here, for instance, is Glenn Richardson, speaker of the House, talking with InsiderAdvantageGeorgia.com: “The problems within DOT that have been uncovered after years of buildup are the fault of no particular person but rather of a flawed system.”

House Majority Leader Jerry Keen, R-St. Simons, also talking with InsiderAdvantage.com, said “(i)t’s obviously time for more openness from the Department of Transportation ... .”

Another legislative denizen to go on record with InsiderAdvantage.com, Senate Transportation Committee Chairman Jeff Mullis, R-Chickamauga, commended Abraham for her “due diligence to make DOT work better. And I do believe what they’re finding is part of the historic culture that proves that change is in order. ... I will be working to see how we can work with Commissioner Abraham to get DOT back on the right track.”

Truth is, Mullis, Keen, Richardson, Perdue and a host of other state legislative leaders know exactly why DOT has - to turn Mullis’ phrasing around a bit - been on the wrong track, and been on it for so long. Put plainly, it’s their fault.

Taking even a cursory look at the campaign contribution reports filed by Perdue, Richardson and this state’s other top legislative leader, Lt. Gov. Casey Cagle, who presides over the state Senate, reveals that they’ve taken money as late as last year - an election year, as you’ll recall - from a virtual parade of road contractors, construction companies, developers, oil companies, real-estate agents, the trucking industry and others with direct or indirect interests in maintaining the status quo at what has for years been a road-centric Georgia Department of Transportation.

Clearly, one way to keep those donors’ checkbooks open was to ensure that road projects that kept contractors in business, that made it easier for commuters to get to their suburban homes, that kept people pulling up to gas pumps, continued to get put on the DOT’s agenda.

So maybe it’s no real surprise that no one at DOT could say how many projects were in the works.

It’s certainly no surprise the governor and many of this state’s most powerful legislators haven’t been particularly interested in looking at the agency’s books.

And they certainly weren’t ready for Abraham to rub their noses in the DOT ledger.

So, when that happened, what was left for any of them to do but feign surprise, blame the problems on nebulosities like a “historic culture” or a “flawed system,” and cross their fingers that the public would buy their act?

Don’t you do it. Don’t you dare do it.

(Jim Thompson is editorial page editor of the Athens Banner-Herald. He can be contacted at (706) 208-2222 or by e-mail at jim.thompson@onlineathens.com.)

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   First Carmichael Conference on the Future of American Transportation


  Sierra Club of the United States Joins National Corridors Initiative
  To Support National Meeting of Transportation Advocates, Leaders
  Gathering January 28-29 at St. Louis Historic Union Station/Hyatt


The Sierra Club is an American environmental organization founded on May 28, 1892 in San Francisco, California by the well-known preservationist John Muir, who became its first president. The Sierra Club has hundreds of thousands of members in chapters located throughout the United States, and is affiliated with Sierra Club of/du Canada.

Mission statement

  1. Explore, enjoy, and protect the wild places of the earth.
  2. Practice and promote the responsible use of the earth’s ecosystems and resources.
  3. Educate and enlist humanity to protect and restore the quality of the natural and human environment.
  4. Use all lawful means to carry out these objectives.



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SAN FRANCISCO --- The Sierra Club of the United States is joining with the National Corridors Initiative to convene a national conference on the crisis in American transportation January 28-29 at St. Louis.

The Carmichael Conference on the Future of American Transportation will be held over a two-day period at the former St. Louis Union in St. Louis --- now the Hyatt Regency Hotel --- to address the growing transportation crisis affecting American competitiveness and quality of life, and to “…get that crisis on the radar screen of the Presidential candidates of both parties,” in the words of former Federal Railroad Administration Director Gilbert Carmichael, a GHW Bush appointee who has become well known for his bipartisan support of rail investment over the past two decades.

The Carmichael Conference is also being supported by the American Public Transportation Association, the Association of American Railroads, the American Association of State Highway and Transportation Officials, and other major United States transportation advocacy organizations.

Speakers, in addition to Sierra Club leaders, include former Presidential candidate Michael Dukakis, American Airlines CEO Robert Crandall, Reconnecting America and former Amtrak Chairman John Robert Smith, AASHTO President and Missouri Secretary of Transportation Pete Rahn, and more than a score of other major national leaders in the fight to rebuild America’s transportation system, “…and make this country both liveable, and competitive, again” in the words of National Corridors CEO Jim RePass.

The January 28-29 Carmichael Conference represents the first major joint collaboration between a national American transportation group and a leading environmental group, and represents a breakthrough long envisioned by both.

“The relationship between transportation choices and land use, and the quality of life, especially the environment, are inextricably intertwined, and always have been,” said NCI CEO RePass, “but that relationship has not been well understood, and the advocacy and professional communities representing those interests have not always spoken with the same voice. On January 28-29, for the first time in American history, we will. We hope the Presidential candidates of both parties, who are being made aware of this conference and its goals, will listen.”

The Sierra Club was brought to the conference by John Holtzclaw and Tim Frank, Transportation Subcommittee Chair, and Livable Communities Chair, respectively of the 600,000 member club, which for many years has been the leading environmental group in the United States. Their participation was achieved through the efforts of Molly McKay, Transportation Chair of the Connecticut Sierra Club. Molly McKay is also a Director of the National Corridors Initiative and edits its newsletter, Destination:Freedom.

“The transportation crisis in this country has gotten well beyond the ‘gridlock’ stage,” commented NCI President James P. RePass, “and we have got to address it now. The nation’s ability to compete in world markets, the cost of living, air quality, and our very freedom of mobility are all being harmed or restricted by the nation’s continued failure to develop a national transportation strategy and implement it on a bi-partisan basis. That must end.”

Conference Speakers include, as of this date:

  • Douglas Alexander, President, InTrans Inc.
  • Frank Busalacchi, Chair, States for Passenger Rail and Secty WI DOT (invited)
  • Gilbert E. Carmichael, Former Administrator, Federal Railroad Administration
  • Congressman James Costa (D-CA) (invited)
  • James Coston, Chairman, Corridor Capital LLC
  • Rod Diridon, Chair Emeritus, California High Speed Rail Authority
  • Michael S. Dukakis, Presidential Nominee, Democratic Part
  • David Foster, Executive Director, Rail Solution
  • David Gunn, President, Amtrak, 2002-2005 (invited)
  • Art Guzzetti, Vice President for Policy, American Public Transportation Association
  • Edward Hamberger, President, Association of American Railroads
  • Rick Harnish, Executive Director, Midwest High Speed Rail Association
  • Sierra Club of the United States (speakers To Be Determined)
  • John Horsely, Executive Director, AASHTO
  • United States Senator Trent Lott (R-MS) (invited)
  • Todd Alexander Littman, Executive Director, Victoria Transportation Policy Institute
  • United States Congressman Jim Oberstar (invited)
  • Pete Rahn, President, AASHTO, and Director of the Missouri Department of Transportation
  • James P. RePass, President, the National Corridors Initiative
  • Peter Ruane, President, American Road and Transportation Builders Association
  • Eugene K. Skoropowski, Managing Director, Capitol Corridor Joint Power Authority
  • Hon. John Robert Smith, founding Chairman, Reconnecting America; former Chairman, Amtrak
  • Paul Weyrich, Chairman, Free Congress Foundation (invited)

Sponsors or Supporters of NCI and this conference include:

  • American Association of State Highway and Transportation Officials
  • American Public Transportation Association
  • Association of American Railroads
  • Bombardier Transit
  • InTrans Incorporated: A New Direction in Transportation Advocacy
  • Midwest High Speed Rail Association
  • National Association of Railroad Passengers
  • National Corridors Initiative
  • Sierra Club of the United States
  • Surdna Foundation
  • Train/Riders NorthEast
  • Victoria Transportation Policy Institute

Click Here to Register

END NOTES...  End notes...

Web addresses 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 presentation. NCI has no control over the policies of other web sites and regrets any inconvenience experienced when clicking off our pages.

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 editor@nationalcorridors.org. Please include your name, and the community and state from which you write. For technical issues contact D. M. Kirkpatrick, NCI’s webmaster at webmaster@nationalcorridors.org.

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

Photo submissions are welcome. NCI is always interested in images that demonstrate the positive aspects of rail, transit, and intermodalism, as well as of current newsworthy events associated with our mission. Please contact the webmaster in advance of sending images so we can recommend attachment by e-mail or grant direct file transfer protocols (FTP) access depending on size and number. Descriptive text which includes location, train name, and something about the content of the image is encouraged. We will credit the photographer and offer a return link to your e-mail address or web site.

Journalists and others who wish to receive high quality NCI-originated images by Leo King and other photo journalists should contact our webmaster@nationalcorridors.org for additional information.

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, governor’s offices, and transportation professionals – as well as some links for travelers, enthusiasts, and hobbyists. If you have a favorite link, please send the uniform resource locator address (URL) our webmaster@nationalcorridors.org.

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