Regional Rail systems have been put into place in cities around the globe. While much attention has been focused on the construction of new subway and surface light rail lines, the concept of transforming commuter rail lines into Regional Rail systems with frequent service and integrated fares is accepted in many European and Asian cities. In some cases, thru stations already existed, as in Amsterdam and Cologne, and thru running was readily accomplished. Elsewhere, new tunnel links were needed to create fully operation systems.

A few examples are shown here to illustrate the resourcefulness of other cities in meeting growing demand for public transit service. Keeping an eye on its global competitors is essential if New York is to maintain its core base of economic activities.

Berlin

Perhaps the most spectacular railway station completed in recent times, Berlin's central railway station and connecting tunnels show how a once-divided city and country can re-connect their railway system. The new Central Railway Station, which opened in time for the World Cup this spring, has drawn wide acclaim.

The concepts of thru running and regional rail service were pioneered in Germany more than a century ago, when the elevated four track railway running east and west through the core of Berlin was completed. This line now passes through the new station, crossing over a new four track north-south tunnel linking disused rail lines that once led to several other terminals.

Elsewhere in Berlin, wide rights of way for intercity passenger and freight lines also host suburban rapid transit lines. These lines have been connected with tunnel segments in the core of the city, forming a more compact regional rail system. Other large cities in Germany have fashioned similar systems.

Berlin's metropolitan population is only a sixth that of the New York area. The scale of rail investments in central Berlin may reflect national pride following the reunification as well as the need to meet present and future demand levels.

London

London's commuter rail terminals ring the perimeter of its business district. Passengers rely on subways or buses for distribution within the core. Plans for creating new cross-city rail links have been debated for many years.

However, one north-south line - Thameslink - was created in 1990, taking advantage of a short track segment in central London that was disused for many years. Building on this existing infrastructure, two separate lines on the north and south, using different electric propulsion systems, were thru-routed to create a whole new Cross-Thames connecting line, with airport access as well. The new link has been quite successful and plans are moving forward to add other lines thru the connection.

Philadelphia

As private railways shed their money-losing commuter rail lines, public ownership evolved throughout the U.S. In Philadelphia, two separate commuter rail companies provided the bulk of the service. Each railway maintained its own stub terminal in Center City Philadelphia. These systems were merged into a single publicly-owned entity in 1983. The lines approaching Center City from the west were placed into an underground terminal some 70 years ago, with a provision for its extension to the east. In 1989 the tunnel was finally extended to a second underground station built on the east side of Center City, where additional economic development was sought. The tunnel continued north where it joined the existing mainline from the north.

Regional Rail trains now run thru the center of Philadelphia, improving mobility options and enhancing the viability of the core. A total of 13 lines are operated thru the connection. In 1985 the system was extended to Philadelphia's airport. Partial fare integration was put into place, and in-city rail lines have become more useful, but service frequencies have not been significantly expanded to take advantage of the sizable investment in the connection.

The next show - Regional Rail for Lower Manhattan

The transformation of the New York area's commuter rail lines into a Regional Rail system sets the stage for introducing direct rail service from the suburbs to Lower Manhattan. Downtown business interests have long-argued that, while the subways do a good job of reaching city's workforce, those in the suburbs face difficult commutes requiring transfers to crowded subway lines to reach Lower Manhattan. The result is that office space rents for 30 to 40% less than in Midtown. With Regional Rail in place, the difference between urban transit lines and commuter rail lines is greatly diminished. It then becomes possible to consider rail options that convert one or more of Manhattan's north-south subway lines into distributors for Regional Rail lines -- bringing trains directly from the suburbs to Lower Manhattan.