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MassDOT to purchase Berkshire line from Housatonic Railroad
Oh, I’m sure freight will continue…but I do believe this is a great opportunity to show how rail service can work…I don’t know where the statistics came from knowing the line and the area I feel I can accept them. Train service…not running a train…cannot be nostalgic but straight forward useful for the potential passengers. This is one geographic area where it will prove itself well.
Does freight continue?
What does Mr. Perry mean by “this bankrupt state” Is he saying that Massachusetts is bankrupt? Where did he get that information?
What does Mr. Perry mean by “this bankrupt state” Is he saying that Massachusetts is bankrupt? Where did he get that information?
Where does this bankrupt state keep getting the money for these acquistions?
I don’t think Connecticut has committed yet to its share of the project. Line will continue to serve freight as well.
I just wish my state would commit to this potential project. Connecticut’s just way too busy doin B.S. with the New Britain-Hartford Busway and other crap. But at least we’ll be getting Metro-North passenger service in Berlin, New Britain, and Bristol for that matter.
This is wonderful news for Berkshire Scenic Railway Museum of Lenox, Mass… Housitonic RR’s snarky denial of trackage rights has battered the all-volunteer museum and tourist ride organization. I hope BSRM can get a new agreement with the State to re-start offering the very popular and successful rides for this Fall and Holiday season. Long term passenger service thru Conn. is doable. but politics have to coincide with realistic projections. I hope it succedes.
Not sure. Search me I don’t even see a surname on this comment page with the last name Perry.
So to clear up a few questions, first about the place and then more aptly for this forum, about the rail line–No Massachusetts is not bankrupt. Far from it, it has one of the best overall economies in the country.
Members of the list may hate “Romney/Obama” care, but don’t confuse your dislike for an insurance plan for the truth. Nor is the myth of Massachusetts having the highest taxes in the country true. (Vermont property tax rates, where I live, and those in “Live Free or Die” New Hampshire put Mass in a very different light).
A lot of venom was spread long ago in the campaign to discredit Michael Dukakis (who was a great governor), when he ran against Bush I and later against Mitt Romney–when he still backed health cre reform and of course Ted Kennedy and John Kerry were beyond the right wing pale–but merely because the contemporary smear-stream media lies about a place it doesn’t follow that their ranting is true. So let’s talk trains!
The purchase of the Housatonic RR will be funded by bonds authorized in the current Commonwealth budget. The freight operations will of course continue, with the railroad relieved of at least some of its taxes and maintenance costs.
There are interesting questions that do rise out of this transaction which have nothing to do with any fantasies of taxes or medical insurance in Massachusetts. For may years the Berkshire Scenic RR ran excursions from the former Lennox station to Lee and Stockbridge. Twice they have been blocked from access to the line, over very disputed clais about safe operating practices (first by the former operator, the Boston & Maine/Guilford/Springfield Terminal, and more recently by the Housatonic RR management).
Currently the Berkshire Scenic is working to start up a service on the stub of the former New York Central/Boston & Albany North Adams branch from Adams to North Adams. This was a direct outcome of the dispute (over purported safety issues which B
Gee, when all the track is improved and presumably speeds increase what would be the travel time from Pittsfield to NYC? A commuter train from the Berkshires and Tanglewood to the City would be a Manhattanite’s dream.
Hopefully Connecticut does not finalize its portion of this foolish project. This is a totally unnecessary project. There are far more important things that both states need to focus on than restoring unnecessary passenger rail service. LIke getting more trucks off the roads and onto the rails.
I’ve ranted enough about the earlier crack on the forum about the Commonwealth of Massachusetts. If we can agree that Massachusetts is not bankrupt (and has the right to use its own funds) I’m delighted to stick to rail.
By the way I’m not nearly as liberal as some of us are conservative–but that’s for another forum!
Obviously running time to NYC will depend on the amount of track work done and how many (if any) times passengers are required to change trains and most importantly how many stops are made. The New Haven served many small rural stops on this line for mail as much as passsengers and those will certainly be skipped today.
Until very near the end of service the New Haven ran a few limited stop thru trains (especially Friday north and Sunday PM south) directly from GCT to Pittsfield, (using their multi-modal diesel electric FL9s in latter years and changing power at Danbury earlier), as well as locals (RDCs in later years) that required a change at Danbury. At the very end (PC to April 30, 1971–Amtrak day) only weekend RDC service with a change at Danbuy remained.
The BERKSHIRE was a name train on the route, with thru coach and at least weekend parlor car service almost to the end of service (it carried a diner or grill car until the early 1950s). It’s running time varied, but in a decent 1962 summer it took four and a half hours (527PM-957PM) GCT to Pittsfield on its limited stop Friday night run. About 5 to 5 1/2 hours was more typical for other trains.
If track north of Danbury is signalled, (which would allow considerable 79mph running) today this could probably be bettered considerably. There will be no need to work checked baggage either (as of course today–alas–it won’t be offered). If Class Three (59mph) track prevails north of Danbury, the 1962 mark is probably a good guess. Fewer stations should also speed today’s trains.
The Housatonic RR did its own study of passenger service on the line and believes it could run without subsidy if allowed to go directly to GCT and if the states covered track work to good passenger standards. Massachusetts has stepped up. Now it’s Connecticut’s turn.
But Connecticut is facing an even more urgent priority–the deteriorated lift bridges of the Northeast Corridor between New York and New Haven, wh
It’s about time - and this is great news - finally moving three steps forward without looking in the rearview mirror. No excuses this time. Stop yapping about taxes, taxes and more taxes. We have a death wish-fixation with the automobile, suv and small truck anyway. Get over it already…Rebuild the Housatonic line correctly this time around…Aim for high speed and proper maintenance. Just do the righthing for crying-out-loud!
As a lover of railroads I would certainaly like to see this happen BUT to be practical it really would be a gross waste of money on the part of both Massachusetts and Connecticut. There just is not the population between New Milford and Pittsfield to justify daily passenger service. I don’t even think there is a regular bus available over the entire route today. As for 79 MPH, FORGET it the route has way too many curves. In Connecticut it follows every curve in the Housatonic River while between Great Barrington and Pittsfield even in the days of 50 MPH operation there were more than 10 spots where they couldn’t even run at 50 MPH and some curves were as slow as 20 MPH. The New Haven really wasn’t making money on the passenger service on this line especially after they lost the mail business in the early 60’s. As for wiping out little used stops, where do you want to start? Even some of the little used stops provided a few passengers a week to or from New York, if you are going to run trains there these stops need to be considered. There is very little population on this line between New Milford and Pittsfield. I do think an extension of some of the Metro-North commuter trains from Danbury to New Milford would be justified but that is it. As for restoration of electric operation to Danbury, again not justified with the diesel operations of today, the present diesel equipment is providing very adequate passenger service between New York and Danbury. I worked this line a few times as fireman way back when and I always loved going to Pittsfield, it was like an outing in the country on Sunday BUT it is not practical today. There are alternatives that can be used namely the Harlem to Wassaic and a connecting bus over NY-22, NY-23, MA-23 and US-7 to Great Barrington and on to Pittsfield and they could make respectable time. No it would not be a one seat train ride but it could be a good and practical alternative and at a lot less cost.
SORRY!!
Noel Weaver
As a lover of railroads I would certainaly like to see this happen BUT to be practical it really would be a gross waste of money on the part of both Massachusetts and Connecticut. There just is not the population between New Milford and Pittsfield to justify daily passenger service. I don’t even think there is a regular bus available over the entire route today. As for 79 MPH, FORGET it the route has way too many curves. In Connecticut it follows every curve in the Housatonic River while between Great Barrington and Pittsfield even in the days of 50 MPH operation there were more than 10 spots where they couldn’t even run at 50 MPH and some curves were as slow as 20 MPH. The New Haven really wasn’t making money on the passenger service on this line especially after they lost the mail business in the early 60’s. As for wiping out little used stops, where do you want to start? Even some of the little used stops provided a few passengers a week to or from New York, if you are going to run trains there these stops need to be considered. There is very little population on this line between New Milford and Pittsfield. I do think an extension of some of the Metro-North commuter trains from Danbury to New Milford would be justified but that is it. As for restoration of electric operation to Danbury, again not justified with the diesel operations of today, the present diesel equipment is providing very adequate passenger service between New York and Danbury. I worked this line a few times as fireman way back when and I always loved going to Pittsfield, it was like an outing in the country on Sunday BUT it is not practical today. There are alternatives that can be used namely the Harlem to Wassaic and a connecting bus over NY-22, NY-23, MA-23 and US-7 to Great Barrington and on to Pittsfield and they could make respectable time. No it would not be a one seat train ride but it could be a good and practical alternative and at a lot less cost.
SORRY!!
Noel Weaver
Carl - Stop with your Lib’rul lies! They don’t fit the narrative! 
Before I descended here into the comments, I looked at the map and see that it would be quite a commute from Pittsfield to midtown, so I’m assuming this would be more of an inter-city train than a commute service.
Is there any possibility of “synergy” with the ongoing work to the east in the Springfield area or possibility of trains to Albany? Teh google tells me that it’s a mere 2 hours to ALB on the 49 …
When the New Haven RR had this line it ran 2 daily trains and other week-end service in the summer. It had a hard time making those trains profitable
I can not see the 2 states spending all of this money on a dream of everyone taking the train to the Berkshires. Nobody made a big protest when the standard trains were replaced by RDC Budd cars or when the service was terminated. If you want to go there for a couple of days ,you will probably drive. The time on the train will be a lot longer.
Are the 2 states planning to electrify the line from Danbury to Pittsfield also?
With todays requirements PTC is going to have to be installed.