Well, if you seriously want to change peoples opinions about transportation, you should probably start with being a bit more understanding. 

 

That's what I'm getting at.  I was referring specifically to their views on government action, which is more germane here, unless we are proposing a rail system funded by charity.  Yes, they like deciding where their money goes.  The exact same charitable function (e.g. feeding the hungry) becomes abhorrent if government is doing it, or if it primarily benefits people they don't like.  So my point is that it's all about the messaging, the packaging of the idea.

 

And I do not suggest waiting around.  Yes things will improve as current generations gain power, but as those generations age their views will not remain static.  Some will be lost to the other side, which, alas, will not ever just go away.  Ultimately converts must be won through some method other than attrition.  That requires respect, understanding, empathy, and building bridges.  Conversely, it is undermined by "othering" people.  Instead try to live in their head, walk in their shoes.  How can our point be sold on the basis of their needs and their values?  This is not mutually exclusive with appealing to other people who have other values. 

 

We live in an age of targeted marketing.  Everything we type on the internet, every transaction we record in commerce, is analyzed fifty times over to determine the types of ads we receive.  The same methods are used in politics.  Know your target and attack where they provide the openings.

Well, if you seriously want to change peoples opinions about transportation, you should probably start with being a bit more understanding. 

 

That's what I'm getting at.  I was referring specifically to their views on government action, which is more germane here, unless we are proposing a rail system funded by charity.  Yes, they like deciding where their money goes.  The exact same charitable function (e.g. feeding the hungry) becomes abhorrent if government is doing it, or if it primarily benefits people they don't like.  So my point is that it's all about the messaging, the packaging of the idea.

 

Oh, roger that.

Most rail projects are by nature not localized, so state involvement is hard to avoid.  To the extent we can, wonderful, but that's very limiting.  Obviously a political shift is needed to gain significant traction.  That doesn't seem likely in the near future.  We are left with the need to convince leaders, and voters, who are ideologically opposed. 

 

Those people have ideas they like and language they prefer.  They love freedom and commerce and efficiency.  They don't favor cities or helping the poor.  They really seem to hate traffic jams.  Their voter base skews older, wealthier, more rural.  Though prone to blind spots and self-serving interpretations, they seem fascinated with history.  I think it's possible for rail travel to appeal along all these ideological and demographic lines.  Of course, appealing to the younger set is also necessary, but they seem more receptive to begin with.  Unfortunately they just aren't big on voting, and that needs to change.

 

The funny thing is of course that the rail industry was the most strong, virile symbol of the laissez-faire 19th century america that those guys love so much. The rail magnates fought tooth and nail against Theodore Roosevelt et all and their trust busting at the turn of the century. Ayn Rand wrote about railroad magnates in Atlas Shrugged, for chrissakes.

 

This is why I am really rooting for that All Aboard Florida project. When people start making money off rail, that's when the political shift will happen. It already has with inner city redevelopment, mixed use projects, etc.

They love freedom and commerce and efficiency.  They don't favor cities or helping the poor.

 

Well, if you seriously want to change peoples opinions about transportation, you should probably start with being a bit more understanding. 

 

Bleeding Heart Tightwads

 

By NICHOLAS D. KRISTOF

 

This holiday season is a time to examine who’s been naughty and who’s been nice, but I’m unhappy with my findings. The problem is this: We liberals are personally stingy.

 

Liberals show tremendous compassion in pushing for generous government spending to help the neediest people at home and abroad. Yet when it comes to individual contributions to charitable causes, liberals are cheapskates.

 

Arthur Brooks, the author of a book on donors to charity, “Who Really Cares,” cites data that households headed by conservatives give 30 percent more to charity than households headed by liberals. A study by Google found an even greater disproportion: average annual contributions reported by conservatives were almost double those of liberals.

 

http://www.nytimes.com/2008/12/21/opinion/21kristof.html?_r=0

 

 

 

 

When liberals see the data on giving, they tend to protest that conservatives look good only because they shower dollars on churches — that a fair amount of that money isn’t helping the poor, but simply constructing lavish spires.

 

It’s true that religion is the essential reason conservatives give more, and religious liberals are as generous as religious conservatives. Among the stingiest of the stingy are secular conservatives.

 

According to Google’s figures, if donations to all religious organizations are excluded, liberals give slightly more to charity than conservatives do. But Mr. Brooks says that if measuring by the percentage of income given, conservatives are more generous than liberals even to secular causes.

 

One thing I think causes liberals to curtail some of their charitable giving early in their work careers is that they don't make as much money when they are young as conservatives do. Conservatives that go straight into sales or technical fields after school often find themselves making a lot of money at a young age while liberals often have to hit 30, 35 or even later before their income allows them do divert funds to charity. Spending a larger portion of their lifetime with modest incomes makes them more sympathetic to the plight of the poor and otherwise disadvantaged but keeps them from diverting that own money in the poor's direction.

Let's keep it on topic, guys.  And keeps it civil, thanks.

Most rail projects are by nature not localized, so state involvement is hard to avoid.  To the extent we can, wonderful, but that's very limiting.  Obviously a political shift is needed to gain significant traction.  That doesn't seem likely in the near future.  We are left with the need to convince leaders, and voters, who are ideologically opposed. 

 

Those people have ideas they like and language they prefer.  They love freedom and commerce and efficiency.  They don't favor cities or helping the poor.  They really seem to hate traffic jams.  Their voter base skews older, wealthier, more rural.  Though prone to blind spots and self-serving interpretations, they seem fascinated with history.  I think it's possible for rail travel to appeal along all these ideological and demographic lines.  Of course, appealing to the younger set is also necessary, but they seem more receptive to begin with.  Unfortunately they just aren't big on voting, and that needs to change.

 

The funny thing is of course that the rail industry was the most strong, virile symbol of the laissez-faire 19th century america that those guys love so much. The rail magnates fought tooth and nail against Theodore Roosevelt et all and their trust busting at the turn of the century. Ayn Rand wrote about railroad magnates in Atlas Shrugged, for chrissakes.

 

This is why I am really rooting for that All Aboard Florida project. When people start making money off rail, that's when the political shift will happen. It already has with inner city redevelopment, mixed use projects, etc.

 

We need some trust busting of the concrete lobby!  Talk about some crooked practices!

Ohio has to learn how to help itself first. Not only did Ohio give back $400 million for 3C, but it also opted out of including Cleveland-Cincinnati and Detroit-Cincinnati routes in the initial, basic Amtrak system:

 

http://www.citylab.com/commute/2015/02/11-historical-maps-and-charts-that-explain-the-birth-of-amtrak/386084/

 

Someone in Ohio/USDOT/Congress blew our chances for a foundation of service to build on. Nearly all state-supported routes were since built on such national system foundations. Ultimately, it's just a historical footnote and doesn't change our prospects for expanded passenger rail today. But it shows why Ohio, the 7th most populous state, has no trains. It's not Amtrak's fault. It's our own fault.

They love freedom and commerce and efficiency.  They don't favor cities or helping the poor.

 

Well, if you seriously want to change peoples opinions about transportation, you should probably start with being a bit more understanding. 

 

Bleeding Heart Tightwads

 

By NICHOLAS D. KRISTOF

 

This holiday season is a time to examine whos been naughty and whos been nice, but Im unhappy with my findings. The problem is this: We liberals are personally stingy.

 

Liberals show tremendous compassion in pushing for generous government spending to help the neediest people at home and abroad. Yet when it comes to individual contributions to charitable causes, liberals are cheapskates.

 

Arthur Brooks, the author of a book on donors to charity, Who Really Cares, cites data that households headed by conservatives give 30 percent more to charity than households headed by liberals. A study by Google found an even greater disproportion: average annual contributions reported by conservatives were almost double those of liberals.

 

http://www.nytimes.com/2008/12/21/opinion/21kristof.html?_r=0

 

 

 

 

When liberals see the data on giving, they tend to protest that conservatives look good only because they shower dollars on churches that a fair amount of that money isnt helping the poor, but simply constructing lavish spires.

 

Its true that religion is the essential reason conservatives give more, and religious liberals are as generous as religious conservatives. Among the stingiest of the stingy are secular conservatives.

 

According to Googles figures, if donations to all religious organizations are excluded, liberals give slightly more to charity than conservatives do. But Mr. Brooks says that if measuring by the percentage of income given, conservatives are more generous than liberals even to secular causes.

 

One thing I think causes liberals to curtail some of their charitable giving early in their work careers is that they don't make as much money when they are young as conservatives do. Conservatives that go straight into sales or technical fields after school often find themselves making a lot of money at a young age while liberals often have to hit 30, 35 or even later before their income allows them do divert funds to charity. Spending a larger portion of their lifetime with modest incomes makes them more sympathetic to the plight of the poor and otherwise disadvantaged but keeps them from diverting that own money in the poor's direction.

 

Salesmen never have to read and never have to grow up.  That's why their political evolution is often a doubling-down.  They think they "work harder" because they get paid $10,000 for coming in on a Saturday whereas a grunt out on the floor might make $200 working an overtime shift. 

Ohio has to learn how to help itself first. Not only did Ohio give back $400 million for 3C, but it also opted out of including Cleveland-Cincinnati and Detroit-Cincinnati routes in the initial, basic Amtrak system:

 

http://www.citylab.com/commute/2015/02/11-historical-maps-and-charts-that-explain-the-birth-of-amtrak/386084/

 

Someone in Ohio/USDOT/Congress blew our chances for a foundation of service to build on. Nearly all state-supported routes were since built on such national system foundations. Ultimately, it's just a historical footnote and doesn't change our prospects for expanded passenger rail today. But it shows why Ohio, the 7th most populous state, has no trains. It's not Amtrak's fault. It's our own fault.

 

My jaw dropped when I saw this as I did not know Ohio had THREE corridors in the running until nearly the end. This stuff is a must-read and KJP is right: Ohio's lack of service is its own fault, not Amtrak.

But it shows why Ohio, the 7th most populous state, has no trains. It's not Amtrak's fault. It's our own fault.

 

If those backwards guys we call "legislators" downstate don't start changing their ways that 7th most populous designation will keep falling....

If those backwards guys we call "legislators" downstate don't start changing their ways that 7th most populous designation will keep falling....

 

To be fair, only two of the 3C metro areas are growing in population, and it ain't the upstate one. However, I think they could be growing more quickly (as could Cleveland) if we all had quick, convenient and affordable rail services within and between our cities. Columbus can be proud of being Ohio's largest city and fastest growing, but they could be doing so much more. Interesting that 20 years ago Sacramento and Columbus (both state capitals) had the same metro area population of 1.5 million. Yes, Columbus is growing but Sacramento is growing even faster. It has a growing, higher-usage transit system with bus services focused around trunk-line light-rail corridors and connected with frequent (30 trains a day) to/from the Bay Area at average speeds initially of 39 mph but since raised to an average of 45 mph that carry 1.6 million passengers a year (or 3x what 3C was projected to carry). And it has Amtrak services from the state capital to Fresno and Bakersfield in the San Joaquin Valley, east into the Sierra Nevada mountains and beyond to Reno, Salt Lake City, Denver and Chicago; north to Northern California, Portland and Seattle; and south to San Luis Obispo, Santa Barbara and Los Angeles.

 

Unlike Columbus, Sacramento is a very rail-connected city both within its metro area and to the entire state and beyond.

 

Here is an interesting comparison....

http://onlinepubs.trb.org/onlinepubs/conferences/2012/LRT/JSchuman2.pdf

But it shows why Ohio, the 7th most populous state, has no trains. It's not Amtrak's fault. It's our own fault.

 

If those backwards guys we call "legislators" downstate don't start changing their ways that 7th most populous designation will keep falling....

 

They WANT rail-focused people to leave.

Going back to the maps, USDOT's Option Five is fascinating. Ohio would have had:

 

Corridors:

 

Cleveland-Columbus-Dayton-Cincinnati 1-2X/day

Cleveland-Toledo-Chicago 1-2X/day

Detroit-Toledo-Dayton-Cincinnati 1-2X/day

Cincinnati-Indianapolis-Chicago 1-2X/day

 

Long distance routes 1X/day

 

New York-Philadelphia-Pittsburgh-Canton-Ft Wayne-Chicago

New York-Philadelphia-Pittsburgh-Columbus-Dayton-Indianapolis-St Louis

Washington DC-Pittsburgh-Cleveland-Toledo-Chicago

Washington DC-Charleston-Cincinnati-St Louis

Chicago-Indianapolis-Cincinnati-Atlanta-Jacksonville-Tampa/Miami

 

Some of this is a bit of guesswork but it's a good representation. The connectivity would have been phenomenal and most Ohio cities would have had around 14 daily arrivals and departures. For example, if the Chicago-Miami/Tampa train was routed via Cincinnati it could have had connections to/from every major city in Ohio, plus Detroit. That's quite a catchment area. If one throws in the original New York-Buffalo-Cleveland-Chicago Lake Shore Limited (started shortly after Amtrak started operating when Cleveland was left off the national map) we have a pretty good network. If that train ran overnight between New York and Cleveland, it could have connected at the latter city with a morning train to Columbus, Dayton and Cincinnati. Likewise, the Washington DC-Charleston-Cincinnati-St Louis train could have had thru cars to Chicago by connection with a Cincy-Indy-Chicago train. Just goes to show what might have been possible.

 

In regard to the corridors shown above, I have one or two daily trains. Most "corridors" started off with two, but I was being conservative. Also, New York-Albany-Buffalo and New York-Philadelphia-Pittsburgh were designated as corridors, leaving only the Buffalo-Cleveland and Pittsburgh-Cleveland lines as gaps in a cohesive network of corridors stretching from the east coast to more corridors radiating from Chicago. Filling those would have been easy if New York had extended one of its trains to Cleveland from Buffalo and the commuter trains operating between Cleveland-Youngstown and College PA (Beaver Falls)-Pittsbugh had been used as a nucleus for a Cleveland-Pittsburgh operation. A few years later, Ohio could have taken over the Cleveland-Youngstown service with 100% federal funding for the first year, but it declined to do so, another colossal mistake.

 

At the time, the railroads were in a pretty run down state, but all of the major rail terminals were intact, even if money would have had to have been found to upgrade them and main line tracks. In addition, things were much more favorable for state to add service. Section 403b shared operating costs on an 80/20 fed/state basis, unlike today, where states have to cover of the all the costs. I seem to remember that the 3C Corridor would have only cost the state $2.3 million to start up in the early 1970's as well. If only that was possible today!

 

Gives us something to aspire to.

 

State to end Amtrak's Hoosier State line

 

The financially troubled and passenger-starved Amtrak Hoosier State line is being shut down.

 

The Indiana Department of Transportation said it failed to reach an agreement with Amtrak and Iowa Pacific Holdings that would keep the train running. The last day for the Hoosier State line will be April 1.

 

http://www.indystar.com/story/news/2015/03/06/state-end-amtraks-hoosier-state-line/24505977/

This is like abandoning all roads 100 years ago because they were muddy and impossible to travel on. What in the world is going on Indiana?? INDOT today unilaterally killed the Chicago-Indianapolis Hoosier State passenger train, citing a dispute with the Federal Railroad Administration over the inclusion of a third party, Iowa Pacific. This comes after the Indiana House OK'd $3 million per year for the train service for next two years....

 

http://www.in.gov/indot/3200.htm

 

We in Ohio of course wanted this train extended to Cincinnati as a daily, daytime train.

 

It sounds like Indiana DOT was looking for a reason to kill the train service before the legislature could act. All they had to do was approve a contract with Amtrak to preserve the service and have Amtrak deal with the third party to provide equipment.

^Is there any recourse or is this thing just done?

It is very ironic that INDOT took this action only days after the Indiana House took its action. Also note the move was announced on a Friday afternoon, hoping the anger will die down by the time Monday rolls around.

 

Congressional reps and Indiana state legislators are already asking why INDOT made this move now. Considering how anti-rail INDOT's commission is, I'm not surprised he made this move. He's been looking for a reason to kill this train rather than improve to make it comparable to the trains in Illinois, Michigan, Missouri and even Wisconsin.

 

Tell Gov. Pence you want this train kept, sped up and expanded with daily service that's extended to SE Indiana, SW Ohio and Greater Cincinnati!

 

http://org.salsalabs.com/o/2228/p/dia/action3/common/public/?action_KEY=17333

Meanwhile this project will replace a dangerous, angled road crossing on the south side of Hamilton with a new, grade-separated Grand Road overpass of the CSX mainline. Grand road will be extended west all the way west to University Boulevard to encourage traffic to use this grade-separation.....

 

Posted: 6:00 p.m. Monday, March 2, 2015

State OKs $10 million for fixes at ‘dangerous’ railroad crossing

By Vivienne Machi

Staff Writer

 

HAMILTON — A major Hamilton infrastructure project more than a century in the making just got a big step forward as $10 million in state funds was approved to support its construction in 2016.

 

Last week, the Ohio Department of Transportation’s Transportation Review Advisory Council (TRAC) approved to budget $10 million in state funds for the South Hamilton Crossing. The project that will replace at-grade railroad crossings with a bridge overpass by extending Grand Boulevard west to Pleasant Avenue and then to University Boulevard.

 

TRAC recommended allocating the funds this past December, but it’s a relief to know that the funding is definitely coming through, said David Spinney, director for the Butler County Transportation Improvement District.

“Without the aid of the ODOT funds, we really did not have the ability to go forward with the project,” he said.

 

The project’s current budget of $28.8 million will be funded in part by the city of Hamilton, which is contributing approximately half of the price tag, according to Public Works Director Richard Engle. The city has also received $2.45 million in funding from OKI Regional Council of Governments, and $500,000 from the Transportation Improvement District to pay for property and right-of-way acquisition, which is currently underway. Spinney said that the district may provide another $250,000 for construction costs, and Engle said that CSX, whose railroad tracks flow through the city, should contribute about 5 percent of the cost.

 

MORE:

http://www.journal-news.com/news/news/state-oks-10-million-for-fixes-at-dangerous-railro/nkMRJ/

^Is there any recourse or is this thing just done?

 

It's never over. The INDOT commissioner is banking on no one caring. Speak up and tell him that buses won't get any faster and his expensive planes won't serve all the towns between the biggest cities. Killing a train because it's too slow, has bad departure times, doesn't run frequently enough and doesn't serve provide access to Indiana from SW Ohio's 3 million residents is solution-avoidance. Instead, develop a plan for making Indiana's trains as attractive as those in Illinois, Michigan, Missouri and Wisconsin!

 

http://org.salsalabs.com/o/2228/p/dia/action3/common/public/?action_KEY=17333

 

 

Tell Gov. Pence you want this train kept, sped up and expanded with daily service that's extended to SE Indiana, SW Ohio and Greater Cincinnati!

 

http://org.salsalabs.com/o/2228/p/dia/action3/common/public/?action_KEY=17333

 

 

Tried that...  but apparently being in the KY portion of Cincinnati's tri-state area is preventing me from doing so:

 

"This action is not available to people in your area."

 

Tell Gov. Pence you want this train kept, sped up and expanded with daily service that's extended to SE Indiana, SW Ohio and Greater Cincinnati!

 

http://org.salsalabs.com/o/2228/p/dia/action3/common/public/?action_KEY=17333

 

 

Tried that...  but apparently being in the KY portion of Cincinnati's tri-state area is preventing me from doing so:

 

"This action is not available to people in your area."

 

It's not available for Ohio zip codes either.

I am not having any luck with this page either.

Nice, so Indiana is train-blocking us and we don't have any say...

Should we start writing letters to our representatives to urge them to negotiate with Indiana and work together on this?

INDOT Facebook page: https://www.facebook.com/indianadepartmentoftransportation

 

Governor Mike Pence: https://www.facebook.com/GovernorMikePence

Nice, so Indiana is train-blocking us and we don't have any say...

 

I'm learning a lot more about this situation. Turns out it is worse than anyone can imagine -- it is a national issue and Indiana was the first place where a new federal rule became a deal-breaking for a state. Indeed, all states may elect to kill their train services because this requirement will prove to risky for them....

 

The FRA under acting administrator, Sarah Feinburg, has elected to implement a requirement that each state sponsoring a passenger train service be the 'railroad' for purposes of operation. That means taking on all sorts of legal burdens that only a railroad should accept. This change was done in clear violation of the FRA process and did not have a notice of proposed rule-making nor a comment period. Legally, this is in violation of their own process.

 

ACTION1: The only recourse is to request (via senators and representatives) for DOT Secretary Anthony Foxx to issue a suspension of implementation to the FRA until a proper rule making process is put into place.

 

ACTION2: It is appropriate to express appreciation of INDOT's Browning and Amtrak for their proper objection to this onerous request for an additional layer of bureaucracy at the state level.

 

BTW, for background on this situation, read this correspondence between INDOT and the FRA:

http://www.in.gov/indot/files/Amtrak_FRACorrespondence_2015.pdf

BTW, Secretary Foxx's office is very active on Twitter. So a quick way to get his attention is to send tweets out with him cc'd. For example:

 

All Aboard Ohio @AllAboardOhio  ·  10m 10 minutes ago

URGENT: Hoosier train fault lies in DC as new FRA rule treats states as RRs, puts all trains at risk!

http://www.in.gov/indot/3200.htm @SecretaryFoxx 

A press release........

 

March 6, 2015

Hoosier State Passenger Rail Service to End April 1

FRA to classify state rail sponsors as railroad carriers

 

INDIANAPOLIS – The Indiana Department of Transportation today announced that the Hoosier State passenger rail line, which operates four days per week between Indianapolis and Chicago, will have its last day of service on Wednesday, April 1.

 

The announcement follows a Federal Railroad Administration decision requiring the state of Indiana to serve as a railroad, even though it owns no track or trains.

 

“Passenger rail providers and the host railroads are already required to comply with FRA rules,” said INDOT Commissioner Karl Browning. “Requiring a redundant layer of bureaucracy would not create improvements in passenger rail service or safety, it would only increase taxpayer costs.”

 

Proposed long-term service

 

INDOT has been working for a year to improve the Hoosier State service, and had been making progress in negotiating long-term agreements with two experienced passenger rail providers.

 

“INDOT thanks our partners Amtrak and Iowa Pacific Holdings as we worked together to preserve the Hoosier State service,” Browning said.

 

Under the proposed service, Amtrak would have served as the primary operator, working with host railroads, providing train and engine crews, and managing reservation and ticketing. This would have taken advantage of the priority access and pricing that Amtrak enjoys with the host railroads. Iowa Pacific would have provided the train equipment, train maintenance, on-board services and marketing.

 

The proposed service was modeled in part after Amtrak’s successful Piedmont service, which operates between Charlotte and Raleigh, N.C. The North Carolina Department of Transportation owns the equipment for the Piedmont service. NCDOT contracts with Amtrak for operations and private contractors to improve and grow passenger rail.

 

NCDOT contested a similar FRA determination in 2008 when it attempted to place the same impediments on the Piedmont service. INDOT was unsuccessful in convincing the FRA to formally reconsider its decision. Copies of INDOT’s correspondence with FRA and letter of intent with Iowa Pacific are available at www.in.gov/indot/3200.htm.

 

States as railroads

 

Congress voted in 2008 to end federal funding for certain Amtrak routes of less than 750 miles. Six years later, the FRA is developing rules governing states that now support the cost of passenger rail services.

 

Under new rules that the FRA is testing with Indiana, all states that support passenger rail services would be considered railroad carriers. This burdensome interpretation exposes states to significant increases in cost, paperwork and liability, including:

 

+ Liability for the actions of passenger rail providers up to $200 million for each occurrence of injury, death or property damage,

+ Hiring new staff to monitor plans and programs in compliance with federal rules, and

+ Interpretation that state employees are rail employees, subject to retirement and employer liability rules and limits.

 

SOURCE:

http://www.in.gov/activecalendar/EventList.aspx?fromdate=3/1/2015&todate=3/31/2015&display=Month&type=public&eventidn=211703&view=EventDetails&information_id=211900

Monday, March 09, 2015

Amtrak says “wait a sec” as Indiana plans to end Hoosier State service

 

The Indiana Department of Transportation (INDOT) says that the Hoosier State passenger rail line, which operates four days per week between Indianapolis and Chicago, will have its last day of service on April 1. INDOT says the announcement follows a Federal Railroad Administration (FRA) decision requiring the state of Indiana to serve as a railroad, even though it owns no track or trains.

 

INDOT has been working for a year to improve the Hoosier State service and had been making progress in negotiating long-term agreements with two experienced passenger rail providers.

 

"INDOT thanks our partners Amtrak and Iowa Pacific Holdings as we worked together to preserve the Hoosier State service," said INDOT Commissioner Karl Browning.

 

"Daily Amtrak service to Indianapolis does not have to end in April. Amtrak has offered to continue to operate the train on a month-to-month basis," said Amtrak President and Chief Executive Officer Joseph Boardman. "Amtrak is ready, willing and able to continue to provide safe and reliable service using one of the proven models we've used in other states."

 

Boardman continued, "Experience has proven that losing the foundation that daily service to central Indiana now provides will make it much more difficult and expensive to create a true intercity passenger corridor in the future."

 

MORE:

http://www.rtands.com/index.php/passenger/intercity/amtrak-says-wait-a-sec%E2%80%9D-as-indiana-plans-to-end-hoosier-state-service.html?channel=Array

Monday, March 09, 2015

Amtrak says “wait a sec” as Indiana plans to end Hoosier State service

 

I don't understand.  If the FRA says that Indiana has to act as a railroad and IN says "No, thanks," and the whole point was that Amtrak wouldn't/couldn't continue to maintain this route without state funding support, HOW can Amtrak now say that they can continue to operate on a month-to-month basis?

 

The article seems to be woefully incomplete. 

Here's an opinion column that helps explain the bizarre situation....

 

Bangert: Insane expectations for Hoosier State

Dave Bangert, [email protected] 6:08 p.m. EDT March 9, 2015

 

It never seems to be easy for the Hoosier State, a four-day-a-week passenger rail service between Indianapolis and Chicago, once again on the brink.

 

But the latest, potentially fatal twist — this one from the Federal Railroad Administration — is a particularly cruel one in a recent history of drawn-out torment devoted to salvaging the Amtrak line.

 

Insane, really.

 

MORE:

http://www.jconline.com/story/opinion/columnists/dave-bangert/2015/03/09/hoosier-state-insane-expectations/24668453/

KJP I'll support passenger rail anyway I can, but the bereaucracy really seems to trip all over itself sometimes.

The FRA has a nasty history of being a really terrible organization.  Look at how they saddled long distance US rail with safety crash requirements making our trains look like tanks when the rest of the developed world moved on to more advanced cheaper and faster designs.

Not everyone at the FRA likes passenger rail. Many defend the freight railroads (or perceive a world where freight railroads and passenger railroads are separate and not equal) hatred of passengers. That hatred and awful treatment of passengers is why Amtrak was created. So anything the FRA can do to weaken passenger rail, especially when it shares the same tracks as freight trains (as has been done for 180 years), is game.

INDIANA DEPARTMENT OF TRANSPORTATION

News Release

 

FOR IMMEDIATE RELEASE

March 13, 2015

 

Amtrak Hoosier State Continues Through End of April

FRA to Review INDOT, Community Concerns

 

INDIANAPOLIS – The Amtrak Hoosier State service between Indianapolis and Chicago will continue through the end of April. The announcement follows a Federal Railroad Administration phone call with INDOT Commissioner Karl Browning, during which Acting Administrator Sarah Feinberg committed to reconsider the position that would force the Hoosier State service to end.

 

“It is not clear that the FRA will change its mind,” Browning said. “Because Ms. Feinberg committed to reviewing this, we want to give the FRA another opportunity to consider the problems Indiana has been airing.”

 

For the past year, INDOT has been working to improve the Hoosier Stateservice on behalf of the state and communities with stops along theHoosier State line. Recently, INDOT has been making progress in negotiating long-term agreements with two experienced passenger rail providers, Amtrak and Iowa Pacific Holdings.

 

Under the proposed service, Amtrak would serve as the primary operator, working with host railroads, providing train and engine crews, and managing reservation and ticketing. Iowa Pacific would provide the train equipment, train maintenance, on-board services and marketing.

 

About the Hoosier State

The four-days-weekly Hoosier State(Trains 850 & 851) and the three-days-weekly Amtrak Cardinal (Trains 50 & 51) together provide daily service between Indianapolis and Chicago and enable passengers to reach the national Amtrak network.

 

Tickets are available at Amtrak.com, 800-USA-RAIL and other sales channels, including Amtrak mobile apps. Adult fares range from $24 to $48 each way and are subject to discounts and Amtrak Guest Rewards points. For more information, visit IN.gov/indot/3200.htm.

 

--30--

 

MEDIA CONTACT: Will Wingfield, 317-233-4675 [email protected]

A northbound Hoosier State train arrives Lafayette, Indiana on its way from Indianapolis to Chicago. All Aboard Ohio wants this train to run daily, run faster and run to Cincinnati. (J Feister photo)

 

Posted at: http://allaboardohio.org/2015/03/18/save-hoosier-state-train-expand-to-cincy/

 

Save Hoosier State train, expand to Cincy

kjprendergast on March 18, 2015

 

In a March 18 letter (http://www.donnelly.senate.gov/download/donnelly-hoosier-state-line-letter-to-indot-and-fra), U.S. Senator Joe Donnelly (D-Indiana) urged the Indiana Department of Transportation and the Federal Railroad Administration to continue the Chicago-Indianapolis “Hoosier State” train service and to improve the service to attract more riders. Among the improvements, he advised INDOT and FRA to extend the train service to Cincinnati. All Aboard Ohio thanks Senator Donnelly for his constructive, well-timed letter.

 

All Aboard Ohio believes that the best way to boost ridership on the Hoosier State is to:

 

+ Run the northbound and southbound Hoosier State trains daily (each currently runs four days a week with Amtrak’s Cardinal service on the other three days)

+ Reschedule the Hoosier State two hours later northbound and two hours earlier southbound

+ Reroute it via faster tracks into Chicago

+ Add three new passing sidings and install more seamless welded rails for higher speeds (already underway)

+ Improve grade crossing safety with “triggers” set farther from road crossings and constant-warning-time circuits

+ Extend the train service to current and future Amtrak stations in Connersville, IN plus Ohio stations including Oxford, Hamilton, I-275/Tri-County area and Cincinnati Union Terminal

+ Provide coordinated, connecting bus service with through-ticketing to off-route destinations such as Middletown, University of Dayton and downtown Dayton.

 

Numerous cities, businesses and civic organizations are supporting the Hoosier extension to Cincinnati including the Hamilton County Commissioners, city councils of Hamilton, Norwood, Oxford, Wyoming and Cincinnati Council’s Transportation Committee Chair Amy Murray, Miami University, University of Cincinnati, the U.S. Bank/Haile Foundation, Cincinnatians For Progress and others.

 

All Aboard Ohio Executive Director Ken Prendergast noted the Cincinnati expansion depends on continuing the Hoosier State train service beyond April 30.

 

“You can’t expand and improve a train that no longer exists,” Prendergast said. “That’s why were so interested in what’s going on in Indiana. The long-term future of this train must be secured first. Then we want to consider expanding a faster, more frequent version of this train service to Cincinnati and Southwest Ohio.”

 

Senator Donnelly acknowledged this course of action in the letter he sent today to INDOT Commissioner Karl Browning and FRA Acting Administrator Sarah Feinberg.

 

“I write today to support the continued service of the Hoosier State line. I was pleased to see that the Indiana Department of Transportation (INDOT) has announced the continuation of service through the end of April, and I ask that INDOT and the Federal Railroad Administration (FRA) work together to continue the safe operation of the Hoosier State well beyond that time.

 

“As you know, the Hoosier State is an important transportation option connecting Indianapolis, Chicago, and the communities in between. Even as its future has been uncertain in recent years, demand for the service continues, with nearly 34,000 passengers during Fiscal Year 2014. I regularly hear from constituents who rely on the Hoosier State, as well as from those who would like to see the service improved and extended into southern Indiana communities and Cincinnati, Ohio.

 

“I know many Hoosiers support the state working to improve and expand the Hoosier State service. I am sensitive to concerns related to employment practices and state resources that may result from FRA policies. It also is important, however, that the state work closely with FRA to ensure the safe operation of the Hoosier State line. I also expect FRA to continue working with the state to address their concerns, while also ensuring that the safety of Hoosiers is not compromised.

 

“It is my hope that INDOT and FRA will quickly reach a resolution that will ensure the safety and continued operation of the Hoosier State line. If I may be of assistance, please do not hesitate to let me know. I stand ready to assist you,” Senator Donnelly wrote in his letter.

 

INDOT and the FRA are attempting to work through new rules implemented by the FRA to assign safety and liability compliance on states who are already required by a 2008 federal law to sponsor passenger rail routes of 750 miles or less. Longer routes are a federal responsibility. Indiana is the first state to be notified by the FRA, apparently because it is attempting to involve a private-sector third party (Iowa Pacific Corp.) to provide train equipment and on-board service crews to improve customer service over what Amtrak has delivered. North Carolina Department of Transportation was the first the state to engage a private-sector third party in 2008 which was also met with resistance from the FRA, then administered by Joseph Boardman. Boardman is now the president and CEO of Amtrak. NCDOT sued the FRA which then backed off.

 

END

The monthly revenge/regret article.....

 

Published on

Wednesday, April 01, 2015

by Common Dreams

How Ohio’s Energy Economy Became a Radioactive 19th Century Relic

byHarvey Wasserman

 

Back in early 2010 Ohio stood at the cusp of a modern 21st century technological revolution.

 

It had won a new federal-funded rail line to finally re-join Cleveland, Columbus, Dayton and Cincinnati.

 

Tesla electric sales networks were moving into the state, bringing full player status in the spread of the world’s most advanced automobiles.

 

And we had adopted a forward-looking green energy package poised to bring billions of new investments along with thousands of new jobs.

 

Then the 19th century re-took control.

 

Today Ohio’s fossil-fueled, landlocked capital city is the western world’s largest with neither internal commuter light rail nor access by passenger train service from anywhere else.

 

MORE:

http://www.commondreams.org/views/2015/04/01/how-ohios-energy-economy-became-radioactive-19th-century-relic

INDIANA DEPARTMENT OF TRANSPORTATION

News Release

FOR IMMEDIATE RELEASE

April 6, 2015

 

Indiana, FRA to Address Hoosier State Improvements

Agreements to Establish Clear Ownership for Safety, Access

 

INDIANAPOLIS – The Indiana Department of Transportation and the Federal Railroad Administration reached an understanding of the clear lines of accountability for passenger rail safety and accessibility between Indianapolis and Chicago, allowing Indiana to implement long-term improvements to the daily service.

 

INDOT Commissioner Karl Browning met in Indianapolis with FRA staff last week to discuss the roles and responsibilities for providing safe passenger rail service. Indiana’s contracts would require Amtrak and Iowa Pacific Holdings, separately, to comply with all Amtrak and FRA requirements. In addition, INDOT would designate a staff member responsible for overseeing contract compliance.

 

“INDOT and the FRA share the guiding principles of access to safe mobility,” Browning said. “Based on these guiding principles, we are both committed to a path toward continuing the Hoosier State service.”

 

INDOT plans to continue existing Amtrak Hoosier State service in the near term until agreements can be finalized with Amtrak and Iowa Pacific. Amtrak, FRA and U.S. Food and Drug Administration inspections of Iowa Pacific equipment are ongoing.

 

Purchase tickets

 

The four-days-weekly Hoosier State (Trains 850 & 851) and the three-days-weekly Amtrak Cardinal (Trains 50 & 51) provide daily service between Indianapolis and Chicago and enable passengers to reach the national Amtrak network.

 

Tickets are available at Amtrak.com, 800-USA-RAIL and other sales channels, including Amtrak mobile apps. Adult fares range from $24 to $48 each way and are subject to discounts and Amtrak Guest Rewards points.

 

Long-term service plan

 

For the past year, INDOT has been working to improve passenger rail between Indianapolis and Chicago on behalf of the state and communities with stops along the Hoosier State line. Recently, INDOT has been making progress in negotiating long-term agreements with two experienced passenger rail providers, Amtrak and Iowa Pacific.

 

Under the proposed service, Amtrak would serve as the primary operator, working with host railroads, providing train and engine crews, and managing reservation and ticketing. Iowa Pacific would provide the train equipment, train maintenance, on-board services and marketing.

 

For more information, visit IN.gov/indot/3200.htm. Follow Twitter.com/INDOT or Facebook.com/IndianaDepartmentOfTransportation for updates tagged #AmtrakHoosierState.

 

--30--

 

MEDIA CONTACT: Will Wingfield, 317-233-4675 or [email protected]

This will divert 5-10 daily CSX freight trains from Hamilton/Cincnnati & ease rail congestion in Mill Creek valley. That could reduce the costs of extending the Hoosier State train to Cincy....

 

Monday, April 13, 2015

STB approves Louisville-Indianapolis track upgrade

Written by  Carolina Worrell, Managing Editor

 

Anacostia Rail Holdings (ARH) and CSX have announced that the U.S. Surface Transportation Board has approved a joint proposal by ARH subsidiary Louisville & Indiana Railroad (L&I) and CSX to upgrade a key freight corridor between Indianapolis and Louisville, Ky. The decision went into effect on April 10, 2015.

 

“These upgrades will benefit L&I and CSX customers in the Midwest across the companies’ networks by improving operational efficiency, allowing more direct transit across Ohio, Indiana and Kentucky, and reducing congestion in those states,” said CSX President and Chief Operating Officer Oscar Munoz. “The privately funded upgrades, which will include the installation of new rail, upgrades to the rail bed structure and bridge improvements, will enhance service and capacity on this rail line.”

 

CSX’s total investment of approximately $100 million will not only benefit L&I’s local customers, but will connect the Port of Indiana-Jeffersonville to enhanced rail access, and provide more efficient rail service for freight shipments through the region, CSX said.

 

MORE:

http://www.railwayage.com/index.php/freight/short-lines/stb-approves-louisville-indianapolis-track-upgrade.html?channel=94

Check out All Aboard Ohio's new Hoosier page:

http://allaboardohio.org/hoosier/ 

 

The page has info on Cincinnati-Chicago passenger rail, including benefits, goals, advocacy tools (sample letters, resolutions, etc.) and more!

I just saw this in the Sun-Times - no mention of Cincinnati:

 

http://chicago.suntimes.com/business/7/71/520394/new-operator-big-plans-chicago-indianapolis-rail-service

 

KJP, has your organization reached out to Iowa Pacific/Amtrak regarding extending this to Cincinnati?

 

I just saw this in the Sun-Times:

 

http://chicago.suntimes.com/business/7/71/520394/new-operator-big-plans-chicago-indianapolis-rail-service

 

KJP, has your organization reached out to Iowa Pacific/Amtrak regarding extending this to Cincinnati?

 

 

Yes. But in the rail world, a passenger service operator is a respondent, not an initiator of expanded service. They can only expand service at the request of a public-sector entity, usually a state or a consortium.

^So who specifically would need to make such a request?  I've seen the articles indicating interest.  Just wondering what a formal request would look like and who it would come from.

It could come from Indiana DOT, it could come from OKI, it could come a consortium of cities or counties, or a combination.

^Interesting.  I had assumed that the responsibility for that type of request fell upon one specific entity. 

Published: Saturday, 4/25/2015

Official proposes putting bus, train stations in one centralized downtown Toledo transit hub

BY RYAN DUNN

BLADE STAFF WRITER

 

After reports of flexibility for the location of a new downtown Toledo Area Regional Transit Authority centralized bus terminal, one local official instead proposes the creation of a downtown transportation hub.

 

Jerry Wicks, a member of Toledo Metropolitan Area Council of Governments’ Transit and Passenger Rail Committee, proposed in an email to the group’s general manager that TARTA establish a bus terminal at the Martin Luther King, Jr., Plaza Amtrak station at 415 Emerald Ave., off Broadway and near the Anthony Wayne Bridge.

 

Combined with Greyhound Lines relocating to the train terminal, this larger site would better serve residents than the proposed center at Jackson and Huron streets, he said.

 

Read more at http://www.toledoblade.com/local/2015/04/25/Official-Put-bus-train-stations-in-same-place.html#02hTtftakPtL9MYG.99

All Aboard Ohio was proud to be a part of flooding Indiana officials with calls and e-mails this past week to ensure the state funding stayed put.

 

Hoosier State train forging ahead

Chris Morisse Vizza, [email protected] 7:57 p.m. EDT April 30, 2015

 

For a fourth time, Amtrak and the Indiana Department of Transportation announced they’ve extended an agreement to operate the Hoosier State passenger rail line.

 

On the eve of Thursday’s contract end date, spokesmen for both entities said the four-day-a-week Indianapolis-Chicago route, which stops in Lafayette, will run through June 30. Combined with Amtrak’s long-distance Cardinal, passengers have daily service.

 

Since October 2013, Indiana and communities served by the Hoosier State have paid Amtrak about $3 million to run the 196-mile route while the state pursued a new operating model.

 

MORE:

http://www.jconline.com/story/money/business/2015/04/30/hoosier-state-passenger-train-funding-continues/26667663/

The Little Train that Could survives again!!  I sure hope INDOT is serious in it's negations with Amtrak for a long-term solution for this train.  As we know, the 1-round-trip-per-day on such a short route between 2 major metro areas -- with a large State U like Purdue in between, is the barest of minimum services that, hopefully, will be expanded and, then, extended to the Louisville, Cincy routes you mentioned earlier.

Is there any group in Louisville/Kentucky doing the great type of advocacy work that AAO is doing? You all are pushing for the Cincy connection, but is anyone pushing for the Louisville connection?

I'm not aware of a rail advocacy organization in Louisville however the Indiana Rail Passenger Alliance is advocating both legs south of Indy, to Louisville and Cincinnati.