As we all adjust to the crazy new ticketing rules on Metro-North, it’s an appropriate time to step back and explain the bizarre patchwork of ownership and responsibility that makes our state’s railroads possible. Because, when problems arise we should know who to blame and hold accountable.
If you’ve ever wondered who’s
actually in charge when your train is late, your ticket doesn’t scan, and
parking enforcement is already writing you up, congratulations, you’ve stumbled
upon the mysteries of Connecticut rail governance.
You may not realize it, but a
single train ride on commuter rail in our state may be touched by seven or more
different agencies, each responsible for a different part of your ride.
THE RAILROAD TRACKS: Fortunately, the State of CT owns the
railroad tracks, signals, power lines and right-of-way from Greenwich to New
Haven, the largest section of the Northeast Corridor that is not owned
by Amtrak. That gives us more control of
‘our’ trains. But Amtrak owns the tracks,
etc. north of New Haven to Massachusetts (aka The Hartford Line) and east of
New Haven (Shore Line East) to New London.
THE STATIONS: Here’s where it gets more confusing. Most train stations in the state are owned by CDOT but a few are owned by the towns and cities where they are located. In some cases the town owns the station but it sits on CDOT-owned land.
As for who is responsible for
the operation and maintenance of the stations, it’s usually the owner
but CDOT contracts with third parties to run big stations like Stamford, New
Haven, Hartford and Bridgeport. Remember
this when you’re slip-sliding on the platform waiting for your train.
STATION PARKING: Parking at the stations is ultimately
controlled by CDOT as they own most of the parking lots. At the big stations with parking structures
(Stamford and New Haven, for example) CDOT hires third parties to run the
show. In the smaller towns, where CDOT
owns the land, they may lease it to the towns to operate.
The cost of parking is often determined
by the local authorities, in most cases the towns or agents of CDOT. On CDOT-owned land the parking is available
to all, regardless of where you live. In
town-owned lots, rates and even access can be limited to local residents.
Commuter rail may be regional,
but parking policy seems aggressively parochial.
THE TRAIN CARS: On the New Haven line, CDOT owns
about half of the railcars with Metro-North (MTA) owning the rest. On Shore Line East and The Hartford Line,
CDOT owns the cars except those operated with Amtrak equipment.
TRAIN OPERATIONS: CDOT hires Metro-North to run the trains
on the New Haven line and branches. The
two agencies work under an “operating agreement” the size of a Manhattan phone
book and just as readable. On Shore Line
East the trains are run by Amtrak and on The Hartford Line some trains are run
by Amtrak and others by a CDOT contractor, TransitAmerica.
SCHEDULES: CDOT tells Metro-North the level of
service they want and then works with that agency on how to deliver it (given
financial constraints in their state budget).
On Shore Line East and The Hartford Line it’s a similar deal, but this
time working with Amtrak.
THE FARES: CDOT sets commuter fares for trains in
our state, not Metro-North or Amtrak.
The fares usually increase in lockstep: the latest MTA fare hike in
NY soon to be matched by July’s
CDOT fare increase.
How does all this work out for
you, the rider? How can a single train
trip be touched by so many state and local agencies, towns and city departments?
The short answer is… it does work,
sort of. But it leaves passengers
confused when it doesn’t. If you get a
parking ticket at the station, do you think Metro-North is to blame? If your train is running late or over-crowded,
who do you call?
Ours is an imperfect system, a
relic of decades of bi-state compromises, overlapping authorities, and
well-meaning bureaucrats and operators doing their best inside a structure that
practically guarantees confusion.
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