SLE Central Corridor New London-Norwich and Extension to Westerly, RI

Jeff Smith wrote:I was confusing two recent items, the Central Ct study (Waterbury - Hartford) with this study recently, so in the course of a google search decided to add a few things. Here's an interesting YouTube:

NECR Central Corridor Express, New London, CT To Brattleboro VT. Part I

I assume there's a part II

And a wap of Mikepedia Commons (purposely transposed spelling started by accident).

https://en.wikipedia.org/wiki/Central_C ... _Rail_Line" onclick="window.open(this.href);return false;

I didn't check out the YouTube link, but the Wikipedia page is quite informative with a LOT of excellent links.
Peace,
Jonathan

Stafford Spring would be a stop? I wonder if they'd use the old station in downtown.

I would assume probably not; Stafford's police are based out of there now, and there isn't a lot of room immediately around it.

The age-old idea of extending SLE to Westerly has been brought back, with the state burning several million dollars on a new study.

Some considerations:
-Platforms at Westerly/Mystic need to be raised, assuming M8s are used
-Platforms at Westerly/Mystic are both on sharp curves; the New London problem again
-Where would trains lay over?

To me, I think a summer seasonal train from NYC to the SLE/Westerly could be a big hit. SLE ridership on Friday/Saturday to CT, and Sunday afternoon back was very strong this summer. 95 can be a consistent parking lot all the way from Boston to New York in the summer. But year round commuter/regional rail service from New Haven to Rhode Island? No. Even a Norwich service (which is also being studied) would be more useful than that.

Source: https://www.theday.com/local-news/20220 ... c-meeting/

The 2.3m was recently allocated.

One slightly more useful idea I saw online was a "Shoreline Express" of sorts from GCT-BOS. Stops at all the Amtrak and SLE stops, plus some MBTA (Mansfield/TF/Wickford) and MNR (Milford, Fairfield, South Norwalk, Greenwich) stops.

P.S: if there's already a thread for this zombie of an idea, feel free to make it.

I personally don't see an expansion of SLE to Westerly as necessary. However, there is potential space at Westerly for a layover facility and/or a third platform track....

https://www.google.com/maps/@41.3817438 ... a=!3m1!1e3

There is a pre-existing Amtrak MOW yard and potentially could fit in another track or two. The existing "north side for westward trains" platform could have another track sharing that platform, and there is already access to the station building (no longer Amtrak-staffed) via a subway (the under-track walkway variety). The station was also recently made handicapped-accessible... I don't recall exactly what was done... maybe the tunnel now has elevators.

But what is the demand for SLE East East? How far does the NHV-region commuting extend east of New London? Would Groton get a station, and where? What kind of "last mile" connections would be available? It would be cool to have a car-free way to get to the beaches... is RI going to subsidize a bus running from Westerly to Misquamicut for CT residents? Is it worth going through all the trouble of expanding SLE for a seasonal service? Is anyone in Westerly going to New London or New Haven? Or are they primarily going to PVD?

Sure, if resources were unlimited, then yes, go for it. But SLE East East doesn't seem necessary to me. That's the one part of I-95 that isn't "that bad". Let's dual-up Madison first, and finish the Hartford Line infills and double track first. And the New Milford extension of the Danbury branch.

Any progress on finish the clearing of ROW so M-8s with shoes will clear?

Heard it was a bridge at Shore Line Jct that is the issue with the shoes. Not sure of the solution or timeline, if there is one yet.

Is the bridge in question an underpass or an overpass? Is the issue that the shoes strike the side of the bridge?

It’s an under grade bridge

If it is on a curve and you must have high level platforms, then you need two side platforms, both on the inside of the curve (like MBTA Landsdowne)

Well, it appears that there's been some movement since 2016. An interim study was just published.

https://portal.ct.gov/-/media/DOT/docum ... ryRprt.pdf

While all the alignments analyzed during the preliminary feasibility assessment were determined to be technically feasible, the remainder of the phases of the ECRTS will focus detailed analysis on one alignment in each corridor. The movable bridge over the Thames River was determined to be a key constraint in screening the alignments. The Corridor Capacity Analysis determined that only one train per hour in each direction can operate east of New London Station across the Thames River movable bridge. The movable bridge constraint means that in order for a passenger rail alignment option to move forward in each corridor (Thames River and NEC), the only solution is the NEC/SLE extension on the main line and the Palmer Line on the west side of the Thames River. Consideration of operations on either the Norwich Branch or the Groton Secondary on the east side of the Thames River would eliminate the possibility of SLE extension along the mainline.

The second phase in improving regional connectivity is upgrading the Palmer Line to establish passenger rail service between New London and Norwich, including stops at the US Coast Guard Academy/Connecticut College, Mohegan Sun, and Norwich Transportation Center. In addition to citing infill development as a near-term goal in local planning documents, the towns of New London, Montville, and Norwich have more widespread sewer connections than their eastern neighbors, indicating that the parcels along the Palmer Line are primed for development. Each of the three proposed stations have unique development opportunities that warrant further investigation.

The Palmer Line also faces fewer operational constraints than the Norwich Branch. Any proposed service east of the Thames River requires major coordination with Amtrak for operating the moveable bridge, which would cause passenger delay in addition to incurring additional operational costs. Service along the Norwich Branch would also require extensive collaboration with the US Navy through the submarine base stop(s). Any time a VIP were to visit the base or there was a security risk, all trains would need to be halted, disrupting regularly scheduled passenger service.

More.

FAQ: https://portal.ct.gov/DOT/PP_Bureau/ECRTS-FAQs

News: https://www.ctinsider.com/shoreline/art ... 278561.php

The department was also tasked with examining a proposed new rail route from New London to Norwich, with the potential to link up with routes in Massachusetts, as well as new passenger stations in Groton and Stonington.

Finally, I'm moving the topic to the MNRR forum as the service proposed is SLE, which is included in that forum.

Jeff Smith wrote: ↑Sat Apr 15, 2023 6:07 am Well, it appears that there's been some movement since 2016. An interim study was just published.

https://portal.ct.gov/-/media/DOT/docum ... ryRprt.pdf

The Palmer Line also faces fewer operational constraints than the Norwich Branch. Any proposed service east of the Thames River requires major coordination with Amtrak for operating the moveable bridge, which would cause passenger delay in addition to incurring additional operational costs. Service along the Norwich Branch would also require extensive collaboration with the US Navy through the submarine base stop(s). Any time a VIP were to visit the base or there was a security risk, all trains would need to be halted, disrupting regularly scheduled passenger service.

From an operational standpoint, the Palmer line (the west shore) is the way to go up to Norwich. Too bad there's no bridge across the Thames there that could get trains over to the Norwich & Worcester line. If there was, you could theoretically abandon south of Allyn's Point and not have to worry about passing through the sub base (that would make the Navy happy). With common ownership of both the east and west shore lines, there's really no logical need to keep both of them.... IF there was a connection between the two at Norwich. The NH had one many eons ago.

Apparently, Providence was in the mix as well: https://www.providencejournal.com/story ... 105043007/

Connecticut looking at rail service to Westerly, but no further
.
But according to a rail expansion study released by Connecticut Gov. Ned Lamont's administration last month, Rhode Island Department of Transportation officials don't see Connecticut's Shore Line East trains running any farther across the state line than Westerly.

The Connecticut Department of Transportation, which is studying whether to extend Shore Line East beyond its current end point in New London, included this brief footnote on the second page of their report:

"The terminal location in the State of Rhode Island was discussed between the Connecticut Department of Transportation and the Rhode Island Department of Transportation," the footnote says. "RIDOT expressed the preference to terminate the study corridor at the existing Westerly (Amtrak) Station."
...
It is unclear exactly what data would influence the decision. Since the Connecticut DOT study only looks at Westerly, there won't be any projections of what it would cost or how many people might ride Shore Line East to Providence if it were offered.
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