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HomeMy WebLinkAboutMinutes - City Council - 09/16/1996CITY COUNCIL/SHELBURNE SELECTBOARD 16 SEPTEMBER 1996 The South Burlington City Council and Shelburne Selectboard held a joint meeting on Monday, 16 September 1996, at 7:30 p.m., in the Conference Room, City Hall, 575 Dorset Street, South Burlington, Vermont. City Council Members Present: William Cimonetti, Chair; James Condos, David Austin, Terrence Sheahan, Robert Chittenden Shelburne Selectboard Members Present: Barbara Mann, Kenneth Albert Also Present: Charles Hafter, S.B. City Manager; Lt. Governor Barbara Snelling; Susan Davis, Shelburne News; Micque Glitman, Samuel Lewis, Richard Bowen, Judy Douglas, Jeff Squires, Vermont Agency of Transportation; Noah Berger, CVOEO; Art Hogan, Regional Planning; State Senators Jean Ankeney, Jack Barry; Matt Sutkoski, Burlington Free Press; Bill Finger, Dick Walters, Ginny Walters, Jim McNamara, Peter Frankenheim, Dick Jacobson, Elizabeth Steele, Melinda Moulton, Rick Moulton, Jean Lance, R. G. Hest, Martin Myers, Pat & Al Thimm, Jean Birky, Fritz Horton, George Schiavone, Kevin O/Brien, Dorothea Penar, Ken Hildick, Ron Gagnon, William Mikell, Diana Carminati, May Simpers, Julia Ely, Stephen Baretti, Doug Scott, Stephen Crowley, Bob Vitah, Jean Taber, Paul Craven, Yolanda Knight, David Boardman, Joan Boardman, Adrea Kofman, Linda Schiavone, Paul Bruha, Dr. Peter Linton, Stephen Moore, Peter Brownell, Greg Morgan, Molly Lambert 1. Presentation by Agency of Transportation: Mr. Cimonetti introduced Agency of Transportation Deputy Secretary Jeff Squires. Mr. Squires began with a background of the proposed Burlington to Charlotte passenger rail project. He noted that in preparing for this meeting he had gone back through the files and tried to keep the important issues in mind. He apologized to Councilman Condos for the lack of a response to questions he had asked in a letter many months ago. Mr. Squires then reviewed the planning studies that had been done: The Route 7 Corridor Study showed that travel demands will exceed highway capacity in the Charlotte to Burlington area and that there is no realistic potential for development of new highway capacity beyond the Shelburne Rd. reconstruction project. The Vermont Rail Feasibility Study: The Rail Council designated a core railroad network which included the VTR line. The Rail Council recommended a passenger rail service from Charlotte to Burlington. The Vermont Long Range Transportation Plan called for capital investments in major corridors. It indicated that to meet future needs, all modes of transportation should be used. The Major Investment Study showed that a Burlington to Charlotte passenger rail service would have a positive environmental and economic impact on the Route 7 corridor. Environmental Assessment, 1996: In this study, noise was identified as a potential adverse impact. At a meeting in Shelburne about a month ago, the AOT realized it would have to solve the noise issue in order to alleviate concerns of the MPO. It was also clear that in Shelburne, communication was not as precise as it needs to be. The Agency then talked of its commitment to a "quiet zone" concept and its agreement that it could be a condition of approval to operate this service. A letter was received on Friday from the Administrator of the Federal Transit Administration who confirmed the "quiet zone" commitments will be part of any approval. With this condition, no adverse environmental impact is anticipated. The rail line has been owned by the State since 1965. It is operated largely by Vermont Railroad. Since 1965, rail use has been on the downside, but more tonnage is still hauled by rail now that at any time in history. Freight rail is on the rise in Vermont and passenger rail is experiencing a re-emergence. Mr. Squires cited Amtrak ridership figures which indicated a 19% increase in 1996 over the same period in 1995. The Sugarbush Express has experienced a 50% increase in ridership in the same period. The State of Vermont also has a new service from Rutland to New York City and is trying to get more of the ski market to travel to Vermont by rail. Mr. Squires then reviewed the specifics of the proposed service. Trains would run between 7 a.m. and 9 p.m. with one round trip per hour. The route would be from Charlotte to Union Station in Burlington with stops in Shelburne and South Burlington. The proposed "quiet zone" would be between Harbor Rd. and Flynn Avenue. In the "quiet zone," no train horns would be allowed between Harbor Rd. and Flynn Avenue. Mr. Squires noted a letter to the editor in Saturday's Free Press citing 3 recent serious car/train incidents. The writer of the letter, Lisa Cota, felt that establishment of a whistle ban would not bring safety to the Harbor Rd/Flynn Avenue corridor. Mr. Squires said there would be other measures taken in this corridor to insure safety. This will include electronically triggered switches that would close gates. Ditches would also be placed to discourage people from doing "dumb things." The same type of "quiet zone" would also be used for the Sugarbush Express, freight trains and future Amtrak trains. Mr. Squires then showed the location of proposed stations, noting that a site has yet to be selected for South Burlington. Union Station would be the center of activity. The State has negotiated a lease to allow use of the lower floor for the station. Station facilities would include lighting, paved parking, roadway improvements, bike racks, telephone, information stand, concession machines, etc. Train cars would be diesel multirail units (DMU"s) each holding about 80 passengers. These are small cars designed for short runs. There would also be bus connections, and work has been done with CCTA on this, though there is no formal agreement as yet. The Agency has also worked with other transportation providers to acquire rolling stock for "feeder buses." The Agency anticipates annual ridership during the Shelburne Rd. construction project of 214,562. Following the construction, ridership would drop to 136,200 but would increase by the year 2113 to 263,072. The estimated capital costs for the project total $9,450,000, a figure which includes right-of-way rehabilitation, grade crossing/safety, stations/parking, right-of-way upgrade, and vehicle acquisition. Funding would come from FTA Section 3 grants, Federal STP Transfer, and matching funds. The Legislature would have to give authorization for the spending of these funds. Annual maintenance is estimated to cost $995,000, including operations, shuttle service, overhead/administration, right-of-way maintenance, and stations/parking. This funding would come from FTA/CMAQ Transfer, and a 20% state match. Mr. Squires then outlined the projected benefits of the project: · The State owned railroad corridor would be improved for freight and passenger use. · Crossing safety would be enhanced. · There would be reduced noise from horn blowing. · New travel options would be provided. · New community development would be stimulated. The goal is to have service in operation by the Fall of 1997, prior to the Shelburne Rd. reconstruction project. The key tasks remaining include securing the remaining project funding, preparing final designs, obtaining needed approvals, selecting and securing rolling stock, entering into operations and maintenance agreements, completing capital construction, conducting a public information campaign, initiating service and evaluating performance. Mr. Squires then asked for audience questions and input: Councilman Condos said he still had many concerns that he did not feel had been addressed. These include local zoning and planning issues, the affect of stations on residential communities, air quality, the expense of so much money to take only 2-3% of traffic off Route 7, and the ability of the AOT to get things moving. He noted the problems South Burlington has for 4 years getting the AOT to do a small bike path project. Mr. Moulton supported the project and rail transportation in general. He felt it very important to develop alternate transportation to Rt. 7. Mrs. Moulton noted that the Chamber of Commerce supports the project as does the Burlington Parking Council. Union Station construction is beginning this fall. Dick Jacobson felt the costs were ridiculous, especially in view of the number of people living on marginal incomes in New England. Mr. Schiavone noted that the originally proposed $7,750,000 is now $9,450,000. He felt the bottom line would be $12,100,000 before the first train rolls (including costs for buses, etc.). He felt that the operations budget needs to include the maintenance of the Burlington station. Ron Gagnon was concerned about the Harbor Rd. crossing and didn't see commuter rail as a sound use of taxpayers' money. Mr. Albert noted that Shelburne Rd. traffic splits the town of Shelburne in two. People built along the railroad because the road was so noisy. Now these homes may not be so desirable. Until the noise and safety issues are resolved, the Shelburne populace is very reluctant. Ms. Penar asked what would happen if the Legislature didn't appropriate the funds after the AOT had already ordered materials. Mr. Squires said the project will not operate unless it meets requirements of the environmental assessment. Ms. Penar asked what is happening with Windmill Bay. Mr. Squires said that has to be worked out. No Windmill Bay, no project. Mr. O'Brien asked why there have to be 20 trains a day for this small a population. Mr. Squires said this is a demonstration project and there are funds available to start an alternate transportation system and evaluate it. He felt utilization would be healthy. Mr. Crowley felt noise will actually be reduced by the project and supported it. He felt the benefits were long term. He noted the number of cars has been going up steadily and there has been an enormous investment in the auto infrastructure and very little in rail. He felt it important to invest in alternatives, but stressed that problems should all be addressed first. Mr. Craven, of Vermont Railway, said they have worked closely with the AOT to address issues. He stressed that nothing makes up for good judgment on the part of drivers at railroad crossings. Vermont Railway is prepared to work with the AOT and the towns on this project. Mr. Moore felt the State has not been realistic about potential use of this service. He noted that of 10 new passenger lines across the country, only one had more than 50% of the predicted ridership and the use of cars actually rose during this time. He also cited costs that were 2 to 3 times predictions. Dr. Linton said he favored the train but opposed the commuter rail project. He noted that at his home, when the train goes by they have to stop talking. He also felt that 180 commuters a day for all that money did not make sense and suggested a state bond issue for $6,000,000 to upgrade the railroad for other uses. Mr. Sinclair, attorney with Conservation & Law Foundation congratulated the AOT for willingness to work on quiet zone issues. He noted that the Rutland to Randolph area has seen rail use as a boon and felt that Chittenden County should be glad the state is making this investment. Mr. Sinclair said the capital investment will yield many longterm benefits for freight and rail, even if the commuter project fails. He also stressed the much higher costs for road construction. Mr. Mazur of CCTA noted they have 170,000 passengers that use the proposed route. He noted the AOT is projecting 700 a day which is 3 times CCTA's ridership. He did not feel these numbers are valid. Ms. Lambert, Executive Director of the Church Street Marketplace, considered the project and its ancillary benefits well worth the investment. She said the solution to the transportation problem is complex and will take a range of options. Ms. Walters said that if you break the numbers down, the most people you get on a train is 26, which is 30% full. She felt that even if predictions are met, it is not a viable alternative. She supported upgrading the railroad but not the commuter project. Mr. Walters suggested the state could proceed immediately with its own funds and drop the commuter rail. He said that the history of quiet zones is that they get noisy again. He felt there were too many unknowns for the towns to support the project. Mr. Myers, Essex representative to the MPO, asked about backup for electronic switches, etc, in the event of power outages. He also questioned the governancy of the commuter rail operation since CCTA believes its Charter covers every piece of public transportation in Chittenden County. Mr. Myers also questions who makes decisions as to the success/failure of the system, and if it is a success and there are no more federal funds, who would pay the bills. Question then arose as to whether Harbor Rd. would be included in the quiet zone. Mr. Squires said he would get back to people on this. Mr. Cimonetti asked what land was considered in the determination that the land involved in the project is "less than 10 acres." The rail improvement is 12.2 miles, and even if only the right-of-way is considered, it would be 100 acres, not counting stations, parking areas, etc. He asked for an answer in writing as to who made this determination. Mr. Squires said he would provide the findings. He stressed that they would go through all the steps required for the project as thoroughly and opening as possible. As there was no further business to come before the joint Boards, the meeting was adjourned at 10:15 p.m. Published by ClerkBase ©2019 by Clerkbase. No Claim to Original Government Works.