Connecticut River Valley Commuter Rail Proposal

Connecticut River Valley Commuter Rail
Proposal
April 2010
Eric Nielsen

Connecticut River Valley Commuter Rail Proposal
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Table of Contents
Table of Contents 1
Project Overview and Goals 3
Part 1 4
New Hampshire State Level Issues to be Considered 4
Introduction 5
Smart Growth 5
Smart Growth Put into Action 5
Vermont Housing and Conservation Board 6
Smart Growth in New Hampshire 6
Transportation 7
State Transportation Assessment 8
State Railroad Infrastructure 8
San Mateo Transit Oriented Development (TOD) Incentive Program 9
Conclusion 9
Part 2 10
Tourism Planning Regional Assessment: Dartmouth Lake Sunapee Region 10
The Region 11
Goals 11
Description of Tourism System 12
Primary Resources and Services 13
Secondary and Tertiary Resources and Services 13
Gaps in the System 14
Primary Corridors 14

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Railroad Transportation Options 14
New Hampshire Railroad Revitalization Association 15
Train Travel Pros and Cons 16
Conclusion 17
Part 3 18
Connecticut River Valley Commuter Rail Project 18
The Connecticut River Valley 19
Project Plan 20
Financial Plan 20
Initial Costs 20
Federal Funding: American Recovery and Reinvestment Act of 2009 21
Commuter Rail 21
Amtrak in the Connecticut River Valley 22
Implementation Methods 22
Market Analysis 23
Public Involvement Plan 23
Conclusion 23
References 24
Resume 26

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“Imagine whisking through towns at speeds over 100 miles an hour, walking only a few steps to public
transportation, and ending up just blocks from your destination. Imagine what a great project that
would be to rebuild America.” – President Barack Obama announcing a new vision for high-speed and
intercity passenger rail service in America (April 16, 2009)
Project Overview and Goals
Tourism is a system of attractions and supporting services that include the resources used the host
community, the organizations involved and the tourists visiting these areas. Any tourism plan should
have the goals using resources sustainably, integrating the host community, stimulating the economy,
and visitor satisfaction. Tourism development should be designed to serve a general community goal,
and growth should only be implemented where it is needed.
Tourism can simply be defined as people traveling outside of their community for pleasure. With the
movement of people comes the need for a transportation system that is efficient and reliable that is
able to serve and provide benefits for both tourists and community residents. Transportation is an
integral part of tourism. In New Hampshire there is a need for a state wide public transportation system
which will connect the seven regions. There is a rail infrastructure system already in place, and
continuing preservation, rehabilitation and revitalization of this system can provide a future statewide
and New England region wide transportation system while integrating effective land use with
transportation.
This proposal intends to supply an outline for a commuter rail system for the Connecticut River Valley
between Claremont Junction and White River Junction, Vermont with service to the Upper Valley. The
project will assess the region’s projected demand for ridership with a goal of providing safe, convenient,
and reliable for both tourists and residents of the Connecticut River Valley. This proposal includes the
following goals.
 Provide an alternative transportation option for the Connecticut River Valley Region
 Improve integration of transportation and land use
 Create a bi-state plan approach
 Have free flow of information among communities and stakeholders
 Develop on existing infrastructure
 Reduce the number of single-occupant automobiles in the area
 Build affordable housing in station sites

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Part 1
New Hampshire State Level Issues to Be
Considered

6
Introduction
Tourism planning should be directly related with the state planning process involving transportation,
land use and zoning, historic and cultural preservation and redevelopment, environmental protection,
economic vitalization, housing, and all aspects that benefit the general welfare of a community. New
Hampshire has a population of 1,324,575 (US Census Bureau 2009 estimated) and a population density
of 146.7 people per square mile (wikipedia.org) making the state a predominantly rural area with little
large metropolitan regions. This highly rural aspect makes the state’s natural resources the primary
attraction for tourists visiting New Hampshire. It also provides the state with the opportunity to be a
leader in using sustainable tourism practices in order to protect its natural resources. Proper
implementation of smart growth techniques will help manage feasible development to create lasting
places for both residents and tourists.
Smart Growth
Smart growth is a way of creating choices and opportunities for the development of a community that
focus on the conservation of resources by using creative strategies to meet community and regional
needs that will have lasting benefits. The Smart Growth Network has developed a set of ten basic
principles based the successful use of smart growth approaches in communities around the country:
1. Mix land uses
2. Take advantage of compact building design
3. Create a range of housing opportunities and choices
4. Create walkable neighborhoods
5. Foster distinctive, attractive communities with a strong sense of place
6. Preserve open space, farmland, natural beauty, and critical environment areas
7. Strengthen and direct development towards existing communities
8. Provide a variety of transportation choices
9. Make development decisions predictable, fair, and cost effective
10. Encourage community and stakeholder collaboration in development decisions
(Source: http://www.epa.gov/livability/about_sg.htm)
Smart Growth Put into Practice
An example of a community that has put these principles into use is Silver Spring, Maryland, which won
an award for overall excellence in smart growth for their Downtown Redevelopment project.
Montgomery County set out to redevelop the downtown of Silver Springs that had lost many businesses
to enclosed malls during the 1970’s. Downtown projects were given special priority in order to make
redevelopment faster and more cost effective. Over 400,000 square feet of retail, 248,000 square feet
of office space and 200 hotel rooms were built and office occupancy rate increased to 96 percent. Over
1,200 residential units have been built with many more currently being constructed. Also, the

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downtown area now has a large variety of national and locally owned restaurants, which it did not have
before providing more attractions for visitors and residents. All of this increase in development has
grown the tax base by 62 percent (http://www.epa.gov/livability/awards/sg_awards_publicatio
n_2008.htm#overall_excellence).
Along with the added businesses, streetscape and public transit improvements encourage visitors to
leave their cars at home. Transportation choices include subway, a commuter rail line, and a regional
bus hub. Also, structured parking garages that are ringed by retail shops and other businesses efficiently
use space and reduce storm water run-off (http://www.epa.gov/livability/awards/sg_awards_publicatio
n_2008.htm#overall_excellence).
The Silver Spring Downtown Redevelopment Project perfectly demonstrates how a community can use
smart growth methods and creative strategies to be more sustainable and protect its resources. It is a
great example for how communities in New Hampshire can redevelop their downtown areas and
protect the historical aspects of the city, which attracts many visitors to the state. Vermont has used
these smart growth techniques and incorporated them at the state level.
Vermont Housing and Conservation Board
In 2007 the state of Vermont won the National Award for Smart Growth Achievement presented by the
Environmental Protection Agency for its policies and regulations in promoting compact settlements
surrounded by rural countryside. The Vermont Housing and Conservation Board (VHCB) has invested
$84 million in the development of 3,191 affordable homes and 44 historic buildings and the
conservation of 37,279 acres of farmland, natural areas, and recreation lands since 2002. The program
focuses on the redevelopment and revitalization of village centers, promoting mixed-use, mixed-income
and walkable neighborhoods, creating affordable housing and protection its resources
(http://www.epa.gov/smartgrowth/awards/sg_awards_publication_2007.htm#policies_reg). The VHCB
accomplishes these goals under one unique program which balances priorities. New Hampshire can
learn from some of the practices that Vermont has implemented because the two states are similar in
reference to density and landscape.
Smart Growth in New Hampshire
A study done by Brookings Institution recently found that in nearly all metro areas the rate at which they
are urbanizing land is much faster than the rate that their populations are growing. This is particularly
true for the Northwest whose populations are spreading out more than they are growing. The report
commented, “the Northeast and Midwest are in some ways the nation’s biggest sprawl problems
because their metropolitan areas added few new residents, but consumed large amounts of land
(http://www.nh.gov/oep/programs/SmartGrowth/smart-growth/index.htm)." The chart below
indicates the differences in growth rates between population and urbanization.

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Source: "Who Sprawls Most?" How Growth Patterns Differ across the US, Brookings
Institution, July 2001
METRO AREA CHANGE 1982-1997
Location Population Urbanized Density
Manchester-Nashua +27.9% +69.5% -24.6%
Portsmouth-Rochester-Dover +31.6% +76.5 -25.4%
The report suggested that part of the reason for high land consumption and low density rates is due to
“fragmented local governments.” It stressed that local communities must work together to combat
sprawl-related issues (http://www.nh.gov/oep/programs/SmartGrowth/smart-growth/index.htm).
New Hampshire has developed a smart growth plan that follows eight basic principles to help guide
developers and citizens to work together to attain the goals of the local communities:
1. Maintain traditional compact settlement patterns
2. Foster the traditional character of New Hampshire
3. Incorporate a mix of uses
4. Preserve New Hampshire’s working landscape
5. Provide choices and safety in transportation
6. Protect environmental quality
7. Involve the community
8. Manage growth locally
(http://www.nh.gov/oep/programs/SmartGrowth/learn/SmartGrowthPrinciples.htm)
These principals have been put into use all over the state. Downtown revitalization programs in Keene
and Exeter made use creative mix reuse techniques to create more housing and business in their
downtown areas. The Cocheco Falls Millworks building in Dover now contains many technology
businesses. Biking and walking “green ways” have been constructed throughout the state to encourage
more outdoor activity and reduce car emissions. In Wolfboro new paths were built to scenic areas that
were only accessible by car before. But these are only a few of the many projects the state is conducting.
Transportation
A major principle of smart growth is providing a variety of transportation choices. Also, the development
of narrower streets with more access routes throughout neighborhoods allows for more walkable
communities. Reliable, efficient and convenient transportation is necessary for tourism. In order for
sustainable development to be successful, an appropriate means of public transportation must be

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provided to offer transport throughout modal regions. In New Hampshire public transportation is not
well utilized. Less than one percent of the population rides public transportation and over 80 percent
drive alone to and from work (census.gov). On New Hampshire’s tourism website, visitnh.gov, under the
transportation options tab it says, “The most convenient way to explore New Hampshire is by car, as
there is no statewide transportation system (“Transportation Options”. 2008.
http://www.visitnh.gov/planning-and-travel-tools/transportation.aspx).”
State Transportation Assessment
Currently there are three interstate routes, 93, 89, and 95. There are ten different local bus services
connecting communities to larger regions and three bus lines connecting New Hampshire to Boston. C &
J Trailways provides the Seacoast with access to South Station and Logan Airport in Boston, Concord
Trailways also provides service to Boston for the Lakes Region, Merrimack Valley and the White
Mountains, and Greyhound Bus Lines/Vermont Transit serves Hanover, New London, Concord,
Manchester and Nashua, and has routes to Boston, Montreal, White River Junction and Burlington
(Vermont). Greyhound also has a stop in Keene for service from Montreal to New York City
(http://www.visitnh.gov/planning-and-travel-tools/transportation.aspx).
State Railroad Infrastructure
New Hampshire has a very rich rail history. Steam engine trains provided the first fast connections to
Boston, Montreal, and New York for New Hampshire farmers and manufactures looking to expand their
markets a century and a half ago. Rail transportation provided an alternative means for freight traffic
relieving congestion on unimproved roads and boat traffic on the Connecticut River. It transformed the
landscape and the economy of New Hampshire, and freight rail is still indispensible in the state.
There are 459 miles of active railroad in the state owned and operated by seventeen separate entities.
Since 1993 the amount of active rail miles has been reduced by fifteen percent and was close to eight
hundred miles in 1980 (NH State Rail Plan, 2001). The state purchased its 200 miles of railroad, “to
preserve freight service to industry or promote tourism and economic development
(http://www.nh.gov/dot/org/aerorailtransit/railandtransit/rail.htm).” The State also owns another 300
miles of abandoned railway corridor that it maintains for future transportation and public purposes.
Much of it is used as recreational trails. The New Hampshire State Rail Plan states four goals for New
Hampshire railroads: promote preservation, promote improvement and active use for freight or
passenger rail lines where demand warrants, promote communication among regional and state level
planners, and preserve and improve grade separation of highway-rail crossings.
The Amtrak Downeaster and the Vermonter both provide passenger rail service to Boston from the
Seacoast and Connecticut Valley respectively. Tourist excursion railroads, such as the Conway Scenic
Railroad, Mt. Washington COG Railway and the Winnipesaukee Scenic Railroad, keep the state-owned
lines open and maintained by contributing from the revenue generated by the tourists they attract.

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Railroads can be used to stimulate economic growth and provide another means of transportation to
the community. An example was implemented in San Mateo, California.
San Mateo Transit Oriented Development (TOD) Incentive Program, San Mateo, California
The Transit Oriented Development Incentive Program was created by the City/County Association of
Governments of San Mateo County to give incentive for communities to construct housing near railroad
stations. The program uses transportation funds to stimulate needed housing construction and creates
more transportation options for residents to travel by rail. Eligible housing projects receive grants to be
able to build. It has environmental benefits by providing residents with the opportunity to commute and
run errands by rail. It is also able to fund general community improvements, including landscaping,
sidewalks, plazas and recreational projects after construction of an eligible housing unit is complete. It
has had much success because it directly links land use with efficient use of an existing transportation
system and other communities in California are adopting similar incentive programs
(http://www.smartgrowth.org/library/articles.asp?art=1827). New Hampshire could also utilize its
existing railroads to create more methods of transportation in correspondence with efficient land use.
Conclusion
Tourism planning in New Hampshire must be done with the intention of reaching these four main goals:
sustainability and protection of resources, visitor satisfaction, local community integration, and
economic stimulation. In order to be more sustainable a statewide public transportation system must be
established. Bus and train routes connecting the state’s seven regions will make for the ease of travel for
visiting tourists and local residents. The implementation of Smart Growth methods will redevelop and
revitalize downtown areas throughout the state to preserve its cultural and historical heritage and also,
conserve the natural scenic beauty, which attracts many visitors.

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Part 2
Tourism Planning Regional Assessment:
Dartmouth-Lake Sunapee Region
Source: Upper Valley Lake Sunapee Regional Planning Commission (ulsrpc.org)

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The Region
The Dartmouth-Lake Sunapee Region is located along the western boarder of New Hampshire in the
Connecticut River Valley. It reaches north from Piermont down to Charlestown, Lempster and
Washington in its southern sector and from the Connecticut River to Newbury, Wilmot and Grafton on
its eastern border. Located in the region are Dartmouth Hitchcock Medical Center, Dartmouth College
and Colby Sawyer College, Lake Sunapee State Park, and Sunapee Ski Mountain. The Upper Valley Lake
Sunapee Regional Planning Commission is a not-for-profit organization which works with the 27
municipalities of the region to plan for balanced growth and development for the communities.
Goals
The regional goals are outlined in the UVLSRPC Regional Plan, which covers topics on land use, historic
resources natural and scenic resources, recreation, energy, facilities, services and utilities, housing,
economic development, and transportation. This assessment will aim to cover the transportation goals
set out by the Regional Plan and describe their relationship with the tourism systems in the region. The
transportation goals section is quite extensive and contains the following general goals.
 Maintain and improve the efficiency and service of the transportation network throughout the Region for all
communities and segments of the population.
 Maintain and enhance the safety of the regional transportation system.
 Integrate transportation planning with land use, economic and environmental planning.
 Facilitate a coherent, bi state regional approach to all highway and transportation planning.
 Continue to increase opportunities for multi modal travel and intermodal connections to effectively reduce reliance
on single-occupant vehicles and to be proactive at preventing future problems and congestion.
(Source: UVLSRPC Regional Plan; Chapter 1; “Goals, Policies and Recommendations” P. 48)
There are also eight other sub-sections with more specific goals pertaining to the subject area.
 Land Use Goals
o Improve integration of transportation and land use, environmental and economic development planning at
local, regional, state and federal levels.
o Develop an integrated transportation system of various modes of travel which balances transportation
options.
 Facilities Goals
o Improve the integration of facility design and community development to maintain the high quality of life in
this Region.
REGIONAL TRANSPORTATION SYSTEM
 Pedestrian Goals
o Provide safe, attractive and continuous pedestrian circulation in all downtown, village and commercial areas.
o Promote walkable community design.

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o Integrate pedestrian facilities with intermodal transfer facilities to promote alternative modes of travel,
including transit and passenger rail.
 Bicycle Goals
o Provide a safe, integrated network of bikeways throughout the Region for transportation and recreation.
 Transit and Mass Transit Goals
o Expand the core services provided to improve the quality of public transit services.
o Foster land use development patterns that better enable the use of alternatives to single-occupant vehicles.
o Strive for transportation infrastructure that better enable the use of alternatives to single-occupant vehicles.
o Provide greater linkages between existing transit providers.
o Ensure demand response service is available to all who need it.
o Ensure a basic level of mobility for all citizens to access employment and necessary goods and services.
o Improve coordination between human service providers, social service agencies and transit operators to
provide transportation to transit-dependent populations.
o Enable the region’s senior citizens and disenfranchised to participate fully in their communities without the
need for an automobile.
 Rail Goals
o Integrate present and future railroad planning with land use planning, economic development and rail
tourism.
o Accomplish a coherent bi-state approach to railroad planning, service, and funding.
o Continue existing railroad service and extend and improve where appropriate.
 Aeronautics Goals
o Improve the efficiency and service of the Regional aviation system.
 Highways and Bridges Goals
o Provide a safe and efficient transportation infrastructure.
o Maintain highway capacity through sound land use planning, corridor management and access
management.
o Preserve scenic resources.
(Source: UVLSRPC Regional Plan; Chapter 1; “Goals, Policies and Recommendations” Pp. 48-59)
Among the transportation goals are the land use and rail goals. Both goals aim at integrating
transportation with land use influencing environmental and economic development planning. As stated
in the state assessment section, the community of San Mateo in California has had a very successful
program involving their already existing railroad system. A program similar to the one in San Mateo
could help the Dartmouth Lake Sunapee Region to reach many of its goals by providing more public
transportation options, new affordable housing, economic stimulation with the development of rail
tourism and overall community improvement using available transportation funds.
Description of Tourism System
The New Hampshire Travel and Tourism website, visitnh.gov, describes the Dartmouth Lake Sunapee
Region as “a study of contrasts (About the Regions; “Scholarship, Colonial History, and the Connecticut
River”; 2008. http://visitnh.gov/welcome-to-new-hampshire/about-the-regions/dartmouth-lake-
sunapee.aspx),” due to the two colleges located in the region, Sunapee State Park; which includes Lake
Sunapee and Mt. Sunapee, and the history of the colonial villages and mill towns that make up the
region. Like much of New Hampshire the principle tourism attractions in this region involve outdoor

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recreation and scenic byways for family friendly activities. Tourism in New Hampshire is very much
based on the environment, but these resources must also be used efficiently while keeping in mind
conservation and protection.
Primary Resources and Services
The primary resources of the region are nature and historic based. They include mountains, state parks,
rivers, lakes, and historic sites. Mount Sunapee, Whaleback Mt. and Dartmouth Skiway provide alpine
skiing and snowboarding with different trails and terrain for all experience levels and different events
throughout the year including aerial summit views, fall foliage fests, and downhill mountain biking.
Other mountains in the region have many trails for hiking, including Mt Kearsage. The many lakes are a
perfect setting for fishing, sailing and relaxing on the shore. Lake Sunapee and Sunapee State Beach are
very popular summer destinations. There are seven different state parks which offer hiking and biking
trails, camping, beaches, fishing, boating and many other activities. Sculpted Rock Natural Area is a
narrow canyon in the bedrock which was sculpted by the Cockermouth River during the last ice age
creating curious shapes and potholes in the bedrock. Some hotels and inns are key attraction, such as
the Common Man Inn & Restaurant located in Claremont on the banks of the Sugar River in the
downtown area. Many historic societies work at preserving the heritage and colonial history of the
region. Tours of historic town halls and other building like the Fells Summer Estate in Newbury are given.
Saint-Gaudens National Historic Site is dedicated to America’s great sculptor Agustus Saint-Gaudens in
Cornish, and nearby in Planfield is the artist Maxfield Parish’s site. Fort at No. 4, Living History Museum
is located in Charlestown. The region also shares part of the Connecticut River Byway which is a 275
miles of trail running through New Hampshire and Vermont designated for biking, running and walking.
Other attractions include Robert Frost’s roads and the Claremont Speedway.
Secondary and Tertiary Resources and Services
The secondary resources and services can range from hotels and restaurants to guided tours and
equipment rentals. A lot of the secondary resources and services may cross the boundaries of being a
primary or even a tertiary resource or service. For example, there are many cross-country skiing and
snowshoeing trails located in the region. For some cross-country enthusiast this may be their primary
reason for visiting the area, but for others who come to do many different activities it may be
considered a secondary service. Cross-country skiing may also be considered a tertiary service for
visitors coming with the intention to alpine ski. The mountain would be the primary, the resort or hotel
would be the secondary, and cross-country skiing would be tertiary; being that the visitors may not have
planned on participating in the activity. Keeping this in mind, the many different secondary and tertiary
resources and services can include historic downtown areas located near a primary resource or service,
shopping centers, lake or river boat rentals, lodging and much more. An example of a secondary service
is the MV Kearsage guided cruise on Lake Sunapee. The cruise provides a guided scenic two hour tour

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with an on-board buffet and bar. It is a nice option for a dinner cruise for visitors staying in and around
Sunapee.
Gaps in the System
Because this paper is focusing on the transportation systems of New Hampshire and the Dartmouth Lake
Sunapee region and their tourism systems, the gaps in these systems will also be focused on
transportation. A main attraction in the region is the scenic drives through various towns and natural
and historic sites. The New Hampshire tourism website gives driving directions to navigate through the
Sunapee Loop and also for the Connecticut River Byway. There is no public transportation system that
runs along these routes and connects the various communities. This goes hand in hand with a state-wide
transportation system that currently does not exist. Tourist visiting New Hampshire have no easily
accessible manner of traveling from region to region, and the added traffic from automobile
transportation creates capacity and safety issues throughout the state during peak seasons. During Mt.
Sunapee’s peak season traffic will back up on NH Route 103 because of the high volumes of cars. Roads
can provide the functions of either access or mobility between different locations, but often when roads
provide both functions it creates conflicts as seen on New Hampshire Route 11/103 between Claremont
and Newport. Strip development and decentralized, isolated land use patterns in the region create more
reliance on the automobile and make public transit less feasible. As population and jobs increase in the
region the demand on transportation increases, and because there is no public transportation, the
volume of cars on the road increases (http://www.uvlsrpc.org/files/pdf/regional-transportation-
plan.PDF).
Primary Corridors
US Interstate-89 is the primary north-south corridor in the region. East-west corridors are difficult to
make because of the north-to-south topography of the ridge lines. NH Route 11/103 and US Route 4 are
the primary east-west corridors. The east-west corridors do suffer from an increasing traffic volume and
lack of access management (http://www.uvlsrpc.org/files/pdf/regional-transportation-plan.PDF).
Railroad Transportation Options
In October 2004, Smart Growth America and the National Association of Realtors conducted a survey on
American’s preferences for the type of communities they want to live in and the policies they support
for creating those communities. The results of the survey concluded three main points.
 Americans favor smart growth communities with shorter commute times, sidewalks, and places to walk
more than sprawling communities.
 The length of their commute to work holds a dominant place in Americans’ decisions about where to live.
Americans place a high value on limiting their commute times and they are more likely to see improved

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public transportation and changing patterns of housing development as the solutions to longer commutes
than increasing road capacities.
 Americans want government and business to be investing in existing communities before putting
resources into newer communities farther out from cities and older suburbs. The public’s priorities for
development include more housing for people with moderate and low incomes and slowing the rate of
development of open space. Many Americans also express the desire for more places to walk or bike in
their communities.
(Source: Smart Growth Online; Smart Growth Resource Library; “2004 American Community Survey”.
http://www.smartgrowth.org/library/articles.asp?art=1335&res=1280.)
The results from the survey go against what is seen throughout much of the US, but this may be due to
the lack of proper planning and not to the fault of Americans. In the Dartmouth Lake Sunapee region a
lack of housing options in the core urban areas of the Upper Valley, Claremont and New London has
forced employees to find housing in outlying rural areas. In these rural areas alternative methods of
transportation, such as walking and biking, is lacking due to low population densities
(http://www.uvlsrpc.org/files/pdf/regional-transportation-plan.PDF). The elderly population that is
unable to drive because of physical inabilities has no method of transportation. The results show that
Americans are concerned about their communities land use development, methods of transportation
and commute time, and what parts of the community’s current infrastructure is being utilized. In this
region of New Hampshire the improvement of the rail system that is already in place can help to reach
the goals that Americans desire by creating intermodal connections, encouraging more housing options
around transportation stations, and provide tourist with a method to travel throughout the state.
New Hampshire Railroad Revitalization Association
The New Hampshire Railroad Revitalization Association (NHRRA) is a non-profit organization dedicated
to the re-introduction of passenger rail service to key parts of the state. Their current project is the New
Hampshire Capital Corridor (NHCC) which would provide passenger rail service for Concord, Manchester,
and Nashua to Boston. The benefits from this project would include economic stimulation in local
regions due to new business investments and employment options, increased residential property
values, better access to all parts of the state, increased tourism, reduced traffic congestion, more
transportation choices, safer alternative, and reduced vehicle pollutants among others
(http://www.nhrra.org/benefits.php). There is 759 miles of active and inactive rail in the state. The map
below shows the rail lines running through the southern half of the state (Source: New Hampshire
Railroad Revitalization Association; “New Hampshire Railroad Map”; 2003.
http://www.nhrra.org/resources/map.htm).

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The rail lines shown are
designated by active,
inactive, and
abandoned. In the
Dartmouth Lake
Sunapee region the only
active rail line is owned
by the New England
Central Railroad, and it
extends from White
River Junction across
the Connecticut River in
Vermont to Bellows
Falls while passing
through Claremont
Junction and
Charlestown. There is
an inactive line which
runs from Lebanon
through Enfield, Canaan,
Orange and Grafton,
eventually joining the
Boston & Maine Corp. in Concord. Beginning from the Claremont Concord rail in Claremont there is an
inactive line that becomes abandoned, which also meets in Concord. The rail lines show the potential
there is for a statewide passenger rail system so that the state’s regions will be better connected
through public transportation.
Train Travel Pros and Cons
Amtrak has reported that passenger rail ridership continues to grow every year
(http://seniortravel.about.com/od/transportationoptions/qt/TrainTravel101.htm). For vacationers
travel to foreign countries train travel can be an easy and relaxing way to get from destination to
destination without the stress of traffic. Europe has an extensive passenger rail system and many
countries will offer rail passes. For example, the France Rail Pass offers riders with an option of three to
nine days of train travel a month to visit any part of the country (raileurope.com). The passes range from
300 dollars to 500 dollars for first class seating and 250 dollars to 470 dollars for second class seating.
The passes also include discounts and bonuses at clubs, restaurants, museums, tours, city passes,
historic sites, hotels, skiing and wine tasting events. Train travel can be fun and exciting and is an
excellent way to meet the local people and find out more about the places you are going. It can also be
less expensive than renting a car when factoring in fuel costs and tolls. Some disadvantages to train
travel are the scheduled departing time which may not fit your travel plans and late-night layovers when
making a connection. Also, you may have to take a bus or call a taxi at the train station when you arrive
at your destination. This can create an inconvenience in New Hampshire with stations located in small
rural towns that do not have a public transportation system, especially if the stations are located on the
outskirts of the town.

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Conclusion
There is a need for the development of a statewide passenger rail system in New Hampshire to ease
travel between state regions not only for tourists coming to New Hampshire but also for residents
commuting around the state. The mean travel time to work for New Hampshire residents is 25.4
minutes (census.gov). The survey conducted by Smart Growth America and the National Association of
Realtors showed that Americans want more transportation options and support the redevelopment of
existing community infrastructure. There is currently 300 mile of abandoned railroad owned by the state
waiting to be put back into activation. A similar program to that of the San Mateo Transit Oriented
Development (TOD) Incentive Program in the state and region could create more affordable housing for
residents and economic stimulation in towns which have a passenger rail station by using federal
transportation funds. If the passenger rail system is developed well enough similar rail passes could be
sold to tourists with discounts and bonuses like those of the French Rail Pass. Tourist railroads like the
Conway Scenic Railroad do already exist in the state, but their service only provides visitors with short,
scenic tours during specific seasons. A statewide passenger rail system would provide both visitors and
residents a quick and safe transportation option throughout the state providing year-round service daily,
and it will help to work in conjunction with sustainable land use practices.

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Part 3
Connecticut River Valley Commuter Rail
Project
Source: Upper Valley Lake Sunapee Regional Planning Commision 2008

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The Connecticut River Valley
The Connecticut River Valley includes the cities and towns of Charlestown, Claremont and Cornish and
the Upper Valley Communities Plainfield, Lebanon, and Hanover. On the Vermont side of the river it
includes Bellows Falls, Springfield, Weathersfield, Windsor, Hartland, and Hartford. Along the
Connecticut River runs the Connecticut River Byway which offers many outdoor recreation activities and
historical and cultural attractions at the river’s waypoint communities.
Lebanon, Hanover and Claremont are considered the urban areas of the Dartmouth Lake Sunapee
Region. Job centers are located in Claremont and in the Upper Valley. Both areas are currently seeking
solutions for a housing shortage. There is a demand for more affordable rental units. In 2002 the
average three-bedroom house rented for $2300 a month, not including utilities and the average four-
bedroom house rented for $3000 a month not including utilities in the Hanover/Lebanon area, while the
average weekly wages were $649 (The Housing Shortage: Seeking Regional Solutions, 2002). While there
was a boom in the economy of the Upper Valley associated with Dartmouth College, Dartmouth-
Hitchcock Medical Center, and high-tech businesses, very little houses and almost no apartments were
built. People moving to the area to fill the jobs were left with minimal options for housing, and the
prices for remaining homes and rentals increased drastically due to the demand. Some substandard
vacant units were occupied to meet this demand. People looked for lower-cost housing in surrounding,
more rural communities, placing them further away from their jobs, and creating more reliance on the
automobile. The Upper Valley Housing Needs Analysis (Applied Economic Research 2002) projected a
continued employment growth at the same rate as the past decade and a need for 9,700 additional
residential units to the housing stock during that time in the Hartford-Lebanon-Hanover area. That
number is twice as many units that were built in the decade before. The study also found that just over
one thousand formerly seasonal vacation units were converted into year-round occupancy causing
unknown losses to the tourist economy.
According to the 2000 US Census, the mean travel times to work for communities in the Connecticut
River Valley were comparable to the US mean of twenty-five minutes. Hanover, Lebanon and Claremont
all had mean times below twenty minutes with Hanover having the lowest, twelve minutes, which would
be expected because of the jobs located in those communities. Communities located outside of the job
centers all had mean commute times above twenty minutes with the highest being Grafton at thirty-six
minutes. In New Hampshire less than one percent of the population uses public transportation to get to
work, so it can be said that almost all of the residents in this area travel by automobile, many being
single-occupant. It can be seen how a lack of affordable housing in job centers can lead to a population
looking at rural areas for housing and eventually sprawl and pedestrian unfriendly development. This
region also has a growing population of people that are unable to drive due to poverty, age or disability.
With no sufficient public transportation system in the area, the automobile traffic produces damaging
effects on the environment and leaves some of the population unable to get where they need to go.

21
Project Plan
This plan proposes an alternative mode of transportation for the Connecticut River Valley by
establishing a commuter rail line along the New England Central Railroad (NECR) with stops at
Claremont Junction, Windsor, VT, and White River Junction with rail connections to the Westboro Rail
Yard in West Lebanon and downtown Claremont via Claremont Concord Railroad. Using the San Mateo
Transit Oriented Development Incentive Program as an example, the region can use transportation
funds, private interest funds and available federal funds to spur much need housing development and
overall community development. Future revitalization throughout the State can expand the line from
the Upper Valley to Concord and the Seacoast region helping in the construction of a statewide public
transportation system. Future rail passes can be sold to visiting tourists with discounts to lodging, dining,
entertainment and recreation as is seen with the French rail pass. A bi-state approach to creating this
project is necessary and working together with organizations like the New Hampshire Railroad
Revitalization Association, the Claremont Concord Railroad, Dartmouth-Hitchcock Medical Center, local
businesses, local governments and community residents. An integrated plan involving other modes of
transportation, such as buses, will support the commuter line. A development of committees to oversee
the project and public involvement throughout project development will allow residents to participate.
Financial Plan
The biggest challenge for this project will be obtaining the necessary finance for funding. Rail
infrastructure is primarily privately owned, and the rail system relies on private enterprise and business
to operate and function. While government can set policy and help fund rail operations, the business
must be profitable to be viable.
Initial Costs
To pay for a commuter line in the Upper Valley planners can take a similar approach the N.H. Capital
Corridor’s financial plan. The initial estimated cost for construction and rebuilding were two hundred
million dollars, eighty percent of which would be provided by the Federal Government, as long as the
state provides matching funds for the remaining twenty percent, or about forty million dollars. The
NHRRA plans to form a series of public/private initiatives to encourage private businesses to help raise
the state’s portion (NHRRA, Finance, 2008). The plan looks to provide incentives for private investment
for development rights at the rail station sites of commercial and residential facilities, an approach
similar to that of the San Mateo TOD. Other states rely heavily on the state sales tax to provide funding
for their public transportation systems. The Massachusetts Bay Transportation Authority (MBTA) is
funded primarily by the sales tax. Working with private investors will greatly reduce the amount of
funding the state must contribute to the project, and will also stimulate local economies with new
business and housing facilities.

22
Federal Funding: American Recovery and Reinvestment Act of 2009
On February 17, 2009 the American Recovery and Reinvestment Act of 2009 was signed into law by
President Obama. The Recovery Act was aimed to stimulate the American economy with measure to
modernize our nation’s infrastructure, enhance energy independence, expand educational opportunities,
preserve and improve affordable health care, provide tax relief and protect those in greatest need. In
the opening quote of this document President Obama is proposing the idea of a high-speed rail system
in the U.S. The Federal Railroad Administration (FRA) was granted eight billion dollars in Recovery Act
funds to assist states, localities, other Federal agencies, industry, and transportation sector stakeholders.
The FRA awarded the National Railroad Passenger Corporation (Amtrak) 1.3 billion dollars for capital
grants in support of intercity railroad passenger services, which is being used for security and safety
improvement projects, repair, rehabilitation and upgrade of existing railroad infrastructure, and capital
projects to expand passenger rail capacity. A formal grant agreement between the FRA and Amtrak
award these funds. Grants are available for state rail system projects and can be applied for through the
FRA and DOT.
Commuter Rail
Commuter rails are the oldest passenger rail mode of travel for people traveling to and from work.
Typically commuter rails connect suburban areas to job centers in big cities because they offer the
potential for providing attractive, high-quality rapid transit service at a more reasonable cost as
compared to light and heavy rail lines (city trolleys or subway systems). Commuter trains are generally
diesel-electric or electrically propelled trains operating over existing railway trackage on the same rights-
of-way used by intercity railway passenger and freight trains, so no new construction of mainline
trackage is needed. The trains run long distance trips of 20 to 50 miles within metro regions with few
stops and more departures during peak weekday travel periods. Their speeds range from thirty miles per
hour to fifty miles per hour. The locomotives and train cars are manufactured to mainline railway
standards for safety and according to size and strength. Commuter railways are generally self-funding
having passenger fares cover fifty to ninety percent of operating costs.
Currently, commuter rails are generally found in the largest metropolitan areas of the U.S. and Canada
like Chicago, the T in Boston, Montreal, Toronto, and Washington D.C., and operations are handled by
city, state or federal agencies. They have also become increasingly popular in California (SouthEastern
Wisconsin Regional Planning Commission, 1998). The graph below displays the increasing ridership of
commuter rails in the millions since the 1960’s (Source: American-Rails.com, 2007-2010). The Metra
commuter line in Chicago has eleven different lines in the Chicago area and offers monthly, ten-ride, or

23
one-way passes. Amtrak
was established in the
spring of 1971 after the
collapse of the intercity
passenger rail business
of the 1960’s.
Amtrak in the Connecticut River Valley
Amtrak is a government-owned corporation that receives funding from the public. The Vermonter
currently provides passenger rail service between Washington D.C. and St. Albans, VT. Along the
Connecticut River Valley there are stops in Claremont, NH, Windsor, VT, and White River Junction in
Hartford, VT. There is one northbound trip and one southbound trip which run once daily. The current
price for a ticket from Claremont to White River or White River to Claremont one-way is $8.50
(tickets.amtrack.com). A trip from Claremont to Windsor is $6.50 and from White River to Windsor is
$8.00. Amtrak’s ridership on the Vermonter from fiscal year 2007 to fiscal year 2009 increased 17.7
percent, and their ticket revenue also increased 19.5 percent during that time (Amtrak Fiscal Year 2009,
Oct. 2008-Sept. 2009 (compared with Fiscal Years 2008 and 2007)). Although overall ridership on the
Vermonter line has increased, ridership at the Claremont and White River Junctions has steadily
decreased since 1990 (Vermont Agency of Transportation Rail Division, 2002). Passengers totaled below
2,000 in 2002 at Claremont Junction, and because of the low ridership Amtrak has considered
eliminating the Claremont.
A commuter rail which operated together with public bus systems could deliver public transportation
services solely to the Upper Valley. More operating times during weekday peak hours with bus routes
stopping at the rail stations that can also provide access to nearby ski resorts Mt Sunapee and Okemo
Mt. Weekend trips along the line may have slower scenic tours of the river’s valley.
Implementation Methods
During the development of this project, Smart Growth principles will be used to guide decisions made. A
committee must first be formed that will work with the communities of both states in the Connecticut
River Valley. The committee will help connect stakeholders and policy makers with the communities that
will be impacted by the installation of a commuter line. The stakeholders are the New England Central
Railroad, Claremont Concord Railroad, Amtrak, the NHRRA, the State of New Hampshire and Vermont,
and local private interests in developing at station sites. Other stakeholder groups and organizations
must also be defined. The committee must perform an assessment of current railway infrastructure and

24
resources in the area to determine construction needs and improvements. A look at city zoning maps to
determine the best areas for development near station sites will be performed by the committee.
Market Analysis
An in-depth assessment of the railroad industry and a regional assessment must be performed to define
current trends, target markets, current traffic flows, demand for a commuter rail, competition, roles of
the public and private sectors, who will provide the commuter rail service, what facilities are needed
and where they are needed, how a commuter rail will be promoted in the region, state and Northeast,
and what price must be set for tickets to generate a revenue. The biggest competition to a commuter
rail line is the automobile because of its convenience to allow you to go where ever you want whenever
you want. A S.W.O.T. analysis will be conducted to determine the feasibility of the project as compared
to the competition. The economic, political and legal aspects must also be covered. Finally, an impact
assessment of costs and benefits and impacts on the environment, local governments, local business
and industry, and residents will be performed. To encourage the use of the rail, a promotional campaign
will be organized to educate the public about the benefits of using public transportation, such as, a cost
comparison to spending money on gasoline versus a train ticket, the comfort of rail travel, and benefits
to the environment and community as a whole.
Public Involvement Plan
The public must be involved in every step of the planning process. Regularly scheduled public meetings
will inform and update residents of new developments and will also allow for people to give their
opinions and concerns. A website of the project will also be created to provide faster new development
updates to the public. Focus groups may be used to develop a sense of what transportation wants and
needs the community residents feel are important. A survey of the community population will be
developed from these focus groups and distributed throughout the region to collect data to be analyzed.
Visitor surveys of tourists in the area will be collected and analyzed to evaluate visitor feelings, wants
and needs on the transportation system in the area.
Conclusion
This plan’s proposal was designed by using Smart Growth principles. The outcome hopes to create a
range of housing opportunities and choices, provide a variety of transportation choices, strengthen and
direct development towards existing communities, encourage community and stakeholder collaboration
in development decisions, encourage mix land uses and create walkable neighborhoods. There is a
desire among Americans for more modes of transportation, improvements in existing community
infrastructure and shorter commute times. Commuter rail ridership increases substantially every year.
The proposed line will provide an initial beginning to a future statewide public transportation system
based on the integration of rail and bus systems. Using the San Mateo TOD as an example of how to

25
integrate transportation with land use the region can stimulate economic development and create more
housing options which will also create a wider tax base for the State.
References
1. New Hampshire Office of Energy and Planning. “Learn About Smartgrowth”. Smart Growth
Principles.
http://www.nh.gov/oep/programs/SmartGrowth/learn/SmartGrowthPrinciples.htm.
2. New Hampshire Office of Energy and Planning. “Smart Growth in New Hampshire”. Who
sprawls most? Spreading out more than growing.
http://www.nh.gov/oep/programs/SmartGrowth/smart-growth/index.htm.
3. New Hampshire Department of Transportation. “Aeronautics, Rail and Transit”.
http://www.nh.gov/dot/org/aerorailtransit/railandtransit/rail.htm.
4. Smart Growth Online. “Smart Growth Resource Library”. Smart Growth In Action: San Mateo
Transit Oriented Development (TOD) Incentive Program, San Mateo, California.
http://www.smartgrowth.org/library/articles.asp?art=1827.
5. “Transportation Options”. (2008). http://www.visitnh.gov/planning-and-travel-
tools/transportation.aspx.
6. U.S. Environmental Protection Agency. “2007 National Award for Smart Growth
Achievement”. Policies and Regulations. (October 26, 2009).
http://www.epa.gov/smartgrowth/awards/sg_awards_publication_2007.htm#policies_reg.
7. U.S. Environmental Protection Agencey. “2008 National Award for Smart Growth
Achievement”. Overall Excellence in Smart Growth. (December 01, 2009).
http://www.epa.gov/livability/awards/sg_awards_publication_2008.htm#overall_excellenc
e.
8. U.S. Environmental Protection Agency. “About Smart Growth”. (May 21, 2009).
http://www.epa.gov/livability/about_sg.htm.
9. “Scolarship, Colonial History, and the Connecticut River”; http://visitnh.gov/welcome-to-
new-hampshire/about-the-regions/dartmouth-lake-sunapee.aspx; Date visited: March 15,
2010.
10. About.com: Senior Travel. “Train Travel 101: Is Traian Travel Right for You?”;
http://seniortravel.about.com/od/transportationoptions/qt/TrainTravel101.htm; date
visited: March 22, 2010.
11. Upper Valley Lake Sunapee Regional Planning Commission; Home;
http://www.uvlsrpc.org/index.html; date visited: March 15, 2010.
12. Regional Plan; Chapter 1: ”Goals, Policies, and Recommendations”; X. Transportation Goals,
Policies, and Recommendations; Pp. 48-59; date visited: March 8, 2010.

26
13. Regional Transportation Plan; Pp. 1-10; http://www.uvlsrpc.org/regional-plan.html; date
visited: March 22, 2010.
14. New Hampshire Railroad Revitalization Association; “New Hampshire Railroad Map”;
http://www.nhrra.org/resources/map.htm; date visited: March 7, 2010.
15. New Hampshire Railroad Revitalization Association; “Benefits”;
http://www.nhrra.org/benefits.php; date visited: March 7 2010.
16. New Hampshire Division of Parks and Recreation; “Sculptured Rocks Natural Area”;
http://www.nhstateparks.org/state-parks/alphabetical-order/sculptured-rocks-natural-
area/; date visited: March 22’ 2010.
17. Smart Growth Online; Smart Growth Resource Library: “2004 American Community Survey”;
http://www.smartgrowth.org/library/articles.asp?art=1335&res=1280; date visited: March
8, 2010.
18. Lake Sunapee Cruises: MV Kearsage; http://www.mvkearsarge.com/; date visited: March 22,
2010.
19. Raileurope; “France Rail Pass”; http://www.raileurope.com/rail-tickets-passes/france-
pass/index.html; date visited: March 22, 2010.
20. American-Railroads.com; Commuter Rail: “Commuter Railroading and Light Rail Transit”;
http://www.american-rails.com/commuter-railroading.html; date visited: April 19, 2010.
21. SouthEastern Wisconsin Regional Planning Commission; SEWRPC newsletter, August, 1998,
Vol. 38, No. 2; “How Does Commuter Rail Differ from Light and Heavy Rail?”
22. Federal Railroad Administration; ARRA Information; “FRA and the American Recovery and
Reinvestment Act of 2009”; http://www.fra.dot.gov/Pages/2153.shtml; Date visited: April
19, 2010.
23. New Hampshire Department of Transportation, Bureau of Rail and Transit Concord, New
Hampshire; “New Hampshire State Rail Plan 2001”.
24. Upper Valley Lake Sunapee Regional Planning Commision; RPc News letter; spring 2002 “The
Housing Shortage: Seeking Regional Solutions.”

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