by jboullion | May 18, 2010 | Uncategorized
From an article by Sean Ryan in The Daily Reporter:
Planners of the Kenosha-Racine-Milwaukee commuter rail Monday gave up on waiting for state approval for transit taxes and chose to apply for federal planning money.
The Southeastern Regional Transit Authority will not get federal construction money for the estimated $232.7 million project without a state law letting local governments raise taxes to pay for transit. But the authority is eligible for planning money and, after delaying the application since January, chose to push ahead without the state law.
Lee Holloway, a member of the Southeastern RTA, said the approach will lead to pointless planning for the rail project.
“Why should we be moving forward if we don’t know what is going to take place?” said Holloway, who is chairman of the Milwaukee County Board of Supervisors.
The RTA by June 21 will apply for Federal Transit Authority approval to begin engineering the KRM project.
A change in FTA policy means the agency now will consider an application for engineering money. But the project will not get federal construction grants until the state Legislature approves new taxes, such as a sales tax, for buses in the region, said Ken Yunker, executive director of the Southeastern Wisconsin Regional Planning Commission.
The Legislature closed its session in April without Assembly or Senate votes on an RTA bill. The Legislature is unlikely to reconvene to discuss an RTA bill until early 2011, after state elections in November, said state Rep. Peter Barca, D-Kenosha.
by jboullion | May 13, 2010 | Uncategorized
From a post by Jeff Sherman, president of OnMilwaukee.com, on Milwaukee Biz Blog:
One of the many things I truly love about Milwaukee is its commitment to its past and its steady, although sometimes too slow and sure, movement through its innovative present and onward to its future.
Streetcars, no doubt, are a testament to a city’s past but also to its success. Look at any modern, successful city and nearly all have integrated transportation systems that involve roads, sidewalks, highways, rail, streetcars, bikes, busses and more.
Milwaukee’s lagged way behind in the past 30 years, but now it’s poised to move forward in the transportation game. I know some cry about the costs. Honestly, its infrastructure that we need. I live downtown and rarely use the Marquette Interchange, but I pay for it and see its need. Sidewalks, roads and highways – they don’t “make money” but they do provide quality-of-life that we must have in greater Milwaukee.
I also realize that we can battle back and forth on ridership. Projections, though, show that Milwaukee’s 3.6-mile modern streetcar line is estimated to generate daily ridership of 3,800 passengers, a level that exceeds the ridership of all 11 MCTS Freeway Flyer routes and 12 of the 29 MCTS regular routes.
All numbers aside, it’s time once and for all to put petty politics behind and improve transportation in Milwaukee.
Transportation isn’t a Republican or Democratic issue; it’s a simple, quality-of-life matter.
So, here are my 8 reasons why you should look forward to the new streetcar system in downtown Milwaukee . . .
by jboullion | May 12, 2010 | Uncategorized
From a post by Milwaukee Alerman Robert Bauman on the Milwaukee Biz Blog:
Milwaukee County Clerk Joe Czarnezki has floated the idea of establishing a high-speed rail station in western Milwaukee County in the vicinity of the Milwaukee County Research Park. This is an excellent idea that deserves serious consideration by the state Department of Transportation and the Federal Railroad Administration (FRA).
In addition to the research park, this station would serve dense commercial development along Mayfair Road and the Milwaukee County Medical Complex. Employment in this area is second only to downtown Milwaukee. Moreover, this station would serve relatively dense suburban residential communities as well as west side Milwaukee neighborhoods.
A station on the high-speed rail line in the vicinity of Watertown Plank Road and Mayfair Road would be easily accessible via major arterial roads and within one mile of I-94 and Highway 45 interchanges and within one mile of busy Mayfair Mall. This station location would also be accessible to existing Milwaukee County Transit routes and could serve as an intermodal terminal for enhanced local transit service.
In short, this station location would generate significantly higher ridership than a stop in Brookfield.
by jboullion | May 12, 2010 | Uncategorized
From an editorial in the La Crosse Tribune:
A study by a team of business students at the University of Wisconsin-La Crosse found a great deal of enthusiasm for high-speed rail among La Crosse area business people.
Megan Louwagie, Brianna Murray, Bryant Poss and Chelsey Wagner conducted the study, sponsored by the La Crosse Area High-Speed Rail Coalition, for their Business 230 class, using 545 e-mail surveys returned by area business people.
The respondents were well aware of La Crosse’s position as a possible stop on a proposed high-speed rail line between Chicago and the Twin Cities (an average of 4.41 on a five-point scale, on which one is “not aware” and 5 is “very aware”), and 83 percent said they would use high-speed rail to travel to destinations along the proposed La Crosse route.
Business people are generally news-savvy, and their awareness of the high-speed rail issue wasn’t surprising. But the
students’ original premise was that area business people wouldn’t be all that interested in actually using a passenger rail system.
The data the students compiled proved their assumption incorrect, both for business and leisure travel.
The average respondent was quite interested in using such a system (4.33 on a five-point scale), and high-frequency departures and arrivals (six trains per day in each direction) would increase their use of passenger rail (4.72 on a five-point scale).
Fourteen percent of respondents reported they presently use Amtrak.
On average, business people rated the importance of bringing a high-speed rail route through the city to be a 4.01 on a five-point scale (again one being “not important” and five being “very important”).
by jboullion | Apr 5, 2010 | Uncategorized
From an entry by Tom Still on Milwaukee Biz Blog:
The Marquette interchange in Milwaukee cost more than $800 million to rebuild between 2004 and 2008, and few people seriously questioned whether that “subsidy” of Wisconsin’s highway transportation system would pay for itself many times over.
Milwaukee’s Zoo interchange, the mix-master for I-94, I-894 and Highway 45, could cost $2.3 billion to rebuild once work begins in 2012. Again, most people familiar with the volume of statewide commerce passing through that intersection can agree reconstruction is a much-needed investment.
But suggest a relatively tiny $7.5 million per year subsidy for a high-speed rail line that could redefine Wisconsin’s connections to Chicago and the Twin Cities, and the same folks who barely blink at billion-dollar concrete projects turn into raging fiscal hawks.
That penny-wise, pound-foolish approach should be questioned. Wisconsin has a chance to build a high-speed rail line, with hard-to-get federal money, that will change the economic destiny of its largest cities and many of its smallest communities. Yet this promising track for economic development is being opposed by those who claim a small state subsidy will somehow break the bank.
Before the political debate gets too overwrought, let’s examine the economic reasons why Wisconsin should embrace building a Milwaukee-to-Madison rail line and improving the existing Milwaukee-to-Chicago connection.
