Badger Rails

Wisconsin Association of Railroad Passengers (WisARP)

November-December, 2011

Volume 29, Issue 6

Minnesota HSR Study Selects Empire Builder Route

The best route for future high speed rail service across Wisconsin to the Twin Cities has been identified as the current Empire Builder route through La Crosse and along the Mississippi River, according to findings announced Nov. 15, 2011 The route decision was made by a study team composed of members of the Minnesota and Wisconsin DOTs and Amtrak. The selected route was one of 25 between Milwaukee and Minneapolis-St. Paul examined by the team. The study team determined that the current passenger route provided the best opportunity for a phased, incremental implementation and for mitigation of freight issues. Capital costs of a fully built-out 110 m.p.h. passenger route with six daily round trips are estimated at $2.3 billion. Proponents of the River Route were pleased with the studys outcome. Todays decision puts Minnesota one step closer to $2.3 billion in economic benefits to the states agricultural and industrial industries, as well as new opportunities for business and residential development throughout the corridor, Winona Mayor Jerry Miller, chair of the Minnesota HighSpeed Rail Commission, said Nov. 15. The Commission is an organization of local elected officials. High-speed rail through places like Winona, Red Wing and St Paul will improve freight rail capacity which will help Minnesota farmers and manufacturers get their products to market (and)
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will also serve as an efficient link for Minnesota residents to connect to Chicago, Milwaukee, and all points in-between, Miller said. One major city on a number of the alternative routes studied but not selected is Eau Claire. Scott Rogers, co-chairman of the West Central Wisconsin Rail Coalition, expressed disappointment with the Mississippi River route selection. His organization pushed for the Eau Claire route. "The (Mississippi) river route and West Central route should both have passenger service, so we're not against there being service through La Crosse," Rogers said. "But we do think there are advantages of our route being the primary route." "Having a passenger rail connection will be as important in this half of the 21st century as having a four-lane highway was in the last half of the 20th century, so we must keep working on it," Rogers said. The route analysis was a task identified in the Midwest Regional Rail Initiative (MRRI) blueprint for high speed rail in the region. The Minnesota project began in Summer of 2009 following that states acceptance of $600,000 in planning money from the Federal Railroad Administration (FRA). The funding award was made at the same time that $810 million was identified for ChicagoMilwaukee-Madison service, dollars later refused by incoming Wisconsin Gov. Scott Walker. The panels first task was to winnow the 25 possible Turn to Page 2

Twin Cities Route from Page 1 route choices down to 14, using preliminary criteria including route distance, population and physical constraints.
Those 14 routes were then further evaluated on route characteristics, travel time, market size, capital and operating costs, safety, reliability, connectivity with other systems and environmental features. This process began Jan. 20, 2010 with a meeting between the states and the FRA to set ground rules for the evaluation. Additional project scope and public information meetings were held in six Minnesota and Wisconsin cities in November and December, 2010. A workshop was convened on March 11, 2011 to review the technical information that had been gathered. From that meeting, four routes emerged as finalists: the Empire Builder route; the same route except with a Watertown-Madison-Portage deviation; a route using the current CP Rail to Camp Douglas, and the Union Pacific from that point through Eau Claire; and a similar route except with a Watertown-Madison-Portage deviation. With additional evaluation, the Empire Builder route began to emerge as the favorite, due to minimal grades, lower capital and track maintenance costs, available track signaling and larger population centers served. The fact that passenger service is currently running on the route also fit within what Minnesota deemed the current reality of funding decisions: that incremental increases in frequencies and reduction in travel times would be more achievable than immediately finding funds for the fully built-out system. A complicating factor in the study occurred in August, 2011, when Wisconsin formally backed out of the planning process. In a letter to Minnesota, Wisconsin DOT Secretary Mark Gottlieb said he was placing WisDOTs portion of the process on hold. The Department will continue to support intercity passenger rail by focusing our resources on the Hiawatha and Empire Builder routes that have successfully served Wisconsin residents over the last 20 years, Gottlieb said. Improving and en 2

hancing these routes is our first priority. An additional train on the Milwaukee-Twin Cities route is a WisARP priority, along with expanded service at higher speeds. Commenting on Secretary Gottliebs statement, WisARP President John Parkyn said: "WisARP continues to support the implementation of the second train daily to the Twin Cities on the current route and the full implementation of MRRI. We have always supported the Hiawatha service between Milwaukee and Chicago and continue to do so. While we agree with the Secretary's commitment to existing service, we feel it doesn't go far enough." The Minnesota report stated that another frequency on the Empire Builder route would fall within the incremental nature of the recommendation, and noted, Mn/DOT and WisDOT are currently exploring with Amtrak the feasibility of increasing the frequency of the current service from one roundtrip per day to two with the introduction of the second Empire Builder train between the Twin Cities and Chicago via Milwaukee. The next step in Minnesotas planning process is the development of an Environmental Impact Analysis that will examine the preferred route along with a no-build alternative based on eight criteria and an analysis of all other available modes. The additional studies needed on this project will take about two years to complete. Beyond that, its implementation, incremental or otherwise, will depend on the commitment of Federal and state governments. Public information and involvement has been a critical component of the process to date, and has not gone without criticism that the process seemed more weighted toward the needs of Minnesota. If this is the case, it might be understandable, especially given the facts that Minnesota had matched the $600,000 federal planning grant with a like amount of state money, and WisDOTs abandonment of the proceedings three-quarters of the way through. Turn to Page 9

WisARP Members Gather at Fall Meeting

By Bob Fisher
WisARP members convened October 22 in the Wisconsin Dells to learn the latest news from several informative speakers. per train has increased to 6 cars per train, and the number of round trips has risen from 3 to 7. WisDOT and Amtrak are currently conducting a feasibility study to increase the number of trips as frequently some of the runs have standing room only. Another feature that has been added is the food cart service available on about half of the trains. There has been debate about the need for food service on an 89 minute trip, but for at least part of the time over the 22 years, there has been no operating restaurant at the Milwaukee station which prompted the original demand. Even with restaurants at both ends of the trip the service is still proving to be popular with the passengers regardless of where they board the train. Ron noted several track and station improvements are either in planning or construction stages. These will help speed up the overall trip time and increase passenger safety and convenience. A crossover track is being installed at Truesdell, about 20 miles north of the Illinois line. This will relieve congestion on a section of the route used by freight and Metra commuter trains as well as 16 Amtrak trains per day. The Canadian Pacific Railroad is replacing bridges in Illinois, and with shared funding from Illinois will improve the Wadsworth Crossing. The Milwaukee Airport platform will be lengthened to accommodate easier boarding/ debarking at this busy stop. Ron described in some detail the improvement work that will be done at the Milwaukee Intermodal Terminal. The train shed, now to be referred to as the passenger concourse will be brightened up by constructing a new higher, clear-span roof over 5 tracks and three platforms, and will include ADAstandard elevators and escalators. The current tunnel system, which has been operating with an ADA waiver, will be kept as an emergency access route to service the distant platforms. Among other advantages, this project should eliminate the sea gull roosting problem that plagues the current train shed. This project is state financed and the money was found by cooperation of the State Joint Finance Turn to Page 4
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Ron Adams, WisDOT

Ron, Chief of the Railroads and Harbors section for the Wisconsin DOT, opened his remarks by acknowledging the conditions of this presentation were certainly different than when he last addressed WisARP in the spring of 2009 to announce the $810 million award to Wisconsin for development of the Milwaukee-Madison rail corridor. He did note that Wisconsin DOT Secretary Mark Gottlieb recently took Amtrak from Milwaukee to Detroit to attend a meeting of the American Association of State Highway and Transportation Officials. This was prompted by the high air fare between Madison and Detroit. (Authors note: This illustrates you dont have to be a rail fan to use the train, just in favor of common sense money-saving and convenience).

Ron Adams (Photo by Den Adler)

Ron noted that Amtrak is 40 years old this year. Another anniversary of note is October 29, the 22nd anniversary of the implementation of the ChicagoMilwaukee Hiawatha service. The first fiscal year 300,000 passenger trips were made, and the most recent fiscal year ending September, 2011, 890,000 rides were recorded. The original consist of 3 cars

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Committee. The local Milwaukee County Transit system routes will be adjusted to better serve the Intermodal terminal. (Editors Note: Architect Hanno Weber, designer of the new Milwaukee Concourse, will speak to ProRail Jan. 28 see www.prorail.com for information). New intercity bus service has been initiated in outstate areas and at least some of these routes are coordinated to compliment Amtrak arrival/departure times at places the bus and trains meet. The much needed Madison-Portage bus service, while now created, does not guarantee a train/bus connection. The Wisconsin DOT has prepared a Get Around Guide that shows all the intercity bus routes, municipal bus systems, Amtrak routes and stations, local scheduled commuter bus/van services and the two cross-Lake Michigan car ferries. The Talgo factory is still operating in Milwaukee, producing the train sets that were to serve the Chicago-Milwaukee-Madison route, as well as the two sets for the Oregon Department of Transportation for the existing Pacific Northwest Talgo service. When the Wisconsin sets are completed there will be an extensive testing on the Chicago-Milwaukee route and no in-service date has yet been predicted for the start of revenue service. WisDOT is cooperating with Minnesota and Amtrak on preparing a feasibility study for increased frequency on the Chicago-Twin Cities Empire Builder corridor. The two involved states along with Illinois will eventually have to agree on a decision to actually implement the service even if the study shows it is feasible. The higher speed study that originally involved Minnesota and Wisconsin searching for a higher speed route between Chicago and the Twin Cities is now being carried on by Minnesota as Wisconsin has dropped out of the study (see page 1 for more information). The recommendation of the study has recommended the current Empire Builder corridor be used, but some groups are challenging Minnesotas public hearing procedures in making this selection. Wisconsin is not involved. Wisconsin is cooperating with Illinois to look at higher speeds
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on the Milwaukee-Chicago corridor, but funding for a study is not looking favorable at this time. Ron referred to the Texas Transportation Institutes (TTI) on-board studies of the Hiawatha. The last study was done in 2005 using WisDOT data. TTI o followed up specifically with the question: Who is using the Milwaukee Airport station (MARS). They wanted to examine the characteristics of the riders etc. This study will be presented at the Transportation Research Board annual meeting. In summary the study found that people using the shuttle van between the train station and the airport terminal are about 36% business travelers, 42% personal travel such as visiting friends or personal business, and 20% were going on or coming from vacation. It was also observed there is more use of the shuttle by outbound train users than inbound passengers. The assumption is those returning to Milwaukee by train are being picked up at the airport station directly by friends or relatives rather than using the airport terminal. The survey also revealed that 34% of the users would have used a different airport if it were not for the train service directly to Milwaukee Mitchell, 25% would have driven to the airport, 14% would have used local bus or some other form of transport to get to the airport, and 11% would have used a taxi or limo service. Many passengers using the airport train station have no connection to the airport or air service, but use the station because of its parking availability and convenient south-side location. An on-board survey of riders on the Hiawatha in general, regardless of station used, found that 69% of the riders would have driven if the train service was not available, 14% would have used a bus or other mode of mass transit, 3% would have flown, and 14% would not have made the trip at all. This captive rider element shows how rail passenger service can increase mobility of people who have no other travel mode available to them. Other characteristics of the Hiawatha passengers are about half are from the immediate Milwaukee area, one quarter are from the Chicago area, 15% are from other parts of Wisconsin and 9% are from other states or countries. The Hiawatha service uses a Turn to Page 5

Meeting from Page 4

cost sharing of 75% Wisconsin and 25% Illinois, which is about consistent with the actual passenger statistics. The demographics of these passengers are at the high end in average annual salary. There is good fare box recovery. Ron also reminded the audience that when Midwest Airline was still operating and headquartered in Milwaukee there had been serious talks about code sharing between the airline and Amtrak so a traveler could check their luggage at Chicagos Union Station, ride the train to the Milwaukee airport, board a flight at Milwaukee to anywhere in the world, and their luggage would be checked through to their final destination. Unfortunately incompatibility of airline and Amtrak computer systems made this infeasible at the time, and increased security concerns worldwide have raised more issues with the idea now. Unreserved trains like the Hiawatha present a particular problem to airline security issues as the conductor, and Amtrak, dont really know who is on the train at any given time. People can easily be no shows and no check is made and people can get on or off at intermediate stations, unlike airlines with their carefully monitored terminal points. Amtrak is developing a hand held scanner so a conductor can more easily scan every passengers ticket and send the information to a central computer in real time. Several members of the audience asked Ron about the status of the State Rail Plan. Supposedly each state is required to have a federally recognized state rail plan before they are eligible to apply for federal rail grants or loans. Ron explained that the DOT was putting together a state rail plan before the last election and they had held some public meetings on a draft version. This draft is still on the DOT web site although it is qualified now with temporarily pending decisions. The DOT staff would still like to move forward. Although the federal Passenger Rail Investment and Improvement Act (PRIIA) requires a state rail plan to qualify for federal aid, many 2011 budget requests have been granted on waivers. He did not know if this practice would continue in the future. He noted the Federal Rail Administration (FRA) has not been approving or
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disapproving plans on the basis of any federal standard, but merely noting if the state has a plan approved by that state. In Wisconsin a draft plan can become a formal plan upon approval by the Secretary of Transportation. No formal legislative action is necessary. Another audience question regarded the condition of the Union Pacific Madison-Reedsburg line. This has been leased by the UP to the Wisconsin & Southern for operation, but WSOR has not been operating it recently. There is continuing interest in communities along the line to want access to rail freight. The biggest customer had been the quartzite mine near Reedsburg which produces the Pink Lady granite used for many years by the C&NW Railway, former owners of the line. The UP continued to use that rock for ballast after they bought the C&NW and it was the main reason they wanted the line kept open. Current UP engineering staff have found this rock does not perform well under concrete ties and since UP is using concrete ties on most of its major line rehabilitation, it no longer has a need for the Reedsburg ballast. WSOR has recently renewed its operating lease with UP for 15 years and apparently intends to keep operating it. There is $30 million in the two year state budget for freight rail rehabilitation, so WSOR could apply for some of that if track work is needed. Ron was asked to give more detail on the Additional Train study on the Empire Builder Chicago-Milwaukee-Twin Cities corridor. He noted Minnesota DOT is the lead agency on the study and is handling the study details. Since Congress is once again scrutinizing every jot and tittle of Amtraks budget it is not clear how willing Amtrak will be to continue on with the study right now. The states must pay any operating subsidy on corridor services of less than 700 miles. On the Los Angeles-San Diego route, for example, Amtrak is paying 25% and California is paying 75%. Currently due to a grandfather arrangement Amtrak is the sole entity involved in the ChicagoDetroit Wolverine service, but Amtrak is seeking a way to turn this over to the state of Michigan much Turn to Page 6

Meeting from Page 5

as the state already pays for the Pere Marquette and Bluewater. Other questions were concerned about how realistic it could be to expect a meaningful federal system plan if most operations actually would involve an 80% state and only 20% federal financial commitment. Other miscellaneous comments dealt with platform heights at stations. The FRA has ruled Northeast Corridor platforms must be car-door height and all other platforms must be 8 inches above top of rail. The current Empire Builder route is FRA Class 4, allowing 80 mph passenger train speeds. Passenger rail planners would like to reach Class 5 standards to allow 90 mph speed. Positive Train Control by itself does not allow this increase in speed. The Chicago to St. Louis route in Illinois is being brought up to Class 6 to allow 110 mph. This segment is having Positive Train Control installed ahead of the minimum U.S. mandated standard time schedule. In response to another question Ron explained that WSOR has requested no funds for rehabilitation of the Watertown-Madison rail line. He also noted that four U.S. airports have direct Amtrak connection by means of a station on airport property: Milwaukee, Baltimore, Burbank, and Newark. other hand has proposed keeping the existing system going for another year but challenges Amtraks order for new locomotives and cars. By hoping these orders will be cancelled this action also sets Amtrak into a slow decline with everincreasing expensive maintenance on old equipment and no opportunity to expand to any new service. In either scenario, Amtrak is killed. State partnerships must be reconsidered.

Rick Harnish (Photo by Den Adler)

Rick Harnish, Midwest High Speed Rail Association

Rick, MHSRA Executive Director, was another guest speaker at the meeting. He noted the current rail passenger issue centers around a U.S House and Senate dispute. The House proposed shutting down Amtrak without actually appearing to do so by shutting down some routes and services. Since ridership on trains in interlinked and different routes feed other routes, removal of one corridor train, or one long-distance train would have the effect of reducing overall ridership. Revenue goes down, but overall infrastructure remains pretty much the same so the cost of maintaining the infrastructure is borne by lower revenues and hence the future is a fulfilled prophecy of higher operating costs and more reason to shut the entire system down. The Senate on the
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Rick noted the original goal of $8 billion was good, a compromise of $4 billion is OK, but Congressman Durbin has now said something more than zero is the goal. We as a nation are not dealing with a rail problem. We are faced with an Environment/Energy/ Economy problem. This can partially be met by getting more people onto bikes and walking, as well as onto buses and trains. He recommended the website: www.standupfortrains.org for some short term suggestions. It is important to not just keep the existing system alive on life support, but rather there must be enough money allocated to begin to build a real, meaningful, system that can begin to make a real difference in peoples travel habits. He noted the Stand Up For Trains organization has been having a series of irregularly scheduled conference calls every couple weeks to discuss rail passenger issues. (Authors note: A similar conTurn to Page 7

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ference call schedule is maintained among rail passenger supporters in Wisconsin under the leadership of a yet officially unnamed rail coalition.) It is important for individuals to speak up and contact their own federal elected officials and let them know they do ride trains and, yes, it is a factor in deciding who they will vote for in the next election. The Stand Up For Trains organization is sponsoring a movement to have city mayors all across the Midwest write letters of support and city councils and chambers of commerce to pass resolutions supporting rail service. Ideally the mayor could personally carry the letter and resolution on a train to Chicago and deliver it to the Midwest High Speed Rail Association office. An audience member asked Rick to give a current status report of the various Midwest corridor services that hub out of Chicago. Chicago-Rockford-Dubuque: Illinois DOT is negotiating with the Canadian National Railroad about the possibility of adding one or two passenger trains a day on this route. The talks are ongoing. Chicago-Quad Cities-Iowa City: Illinois has enough money allocated to get the line in shape and the train operating to Moline. Iowa had the funds to carry it on to Iowa City, and even considered going on to Des Moines, but the current Iowa governor had given Iowas federal allocation to Illinois to help the Chicago-Moline segment. Chicago-St.Louis: The Union Pacific started their track improvement program just north of Alton, taking out the old ties, ballast and rail and relaying new track with concrete ties between Alton and Dwight. They are now working south of Alton toward the Mississippi River crossing and are installing UP style signals along the entire route Twenty-five highway grade crossings along the route have been resignaled. Next year service of 110 MPH will be tested on the Dwight to Pontiac twenty-mile section. Positive train Control will be installed. This project has been useful for both the state and the railroad as they have learned how to
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cooperate in carrying out a major joint project. This will be useful on other projects that are undertaken. The goal is to increase passenger train frequency to 9 per day. The Englewood Flyover in Chicago will reduce congestion on all trains coming into the city from the southwest, including the Chicago-St.Louis service. It is probably the most important rail infrastructure improvement in the U.S. at this time. Chicago-Indiana State Line: Positive Train Control will be installed on this segment of the Michigan service route. The state of Michigan has purchased the rail line from Kalamazoo to Dearborn. This line currently sees several freight trains each day, including high priority auto parts trains, as well as six passenger trains. The goal is to be able to run the freights at 79 MPH and the passenger trains at 110 MPH, all on a largely single track railroad. On the Chicago-Grand Rapids line, a new station will be built in Grand Rapids. Indiana has $70 million to fix some bottlenecks on the Chicago-Detroit line. A Request For Information (RFI) has been prepared by Illinois, with approval from the coalition of states in the Midwest Regional Rail Initiative, to seek information on ordering California-type bilevel cars for the Chicago-St. Louis and eventually most of the other Chicago-based corridor trains, over the next several years. The Wisconsin constructed Talgo trainsets will become orphaned, most likely confined to Chicago-Milwaukee service, or whatever expanded corridor use may be found in Wisconsin. Looking at the future, Rick outlined three time frames and what we should be doing to plan for each period. Short term: STAND UP FOR TRAINSmake noiselet your politicians at all levels know the importance of rail passenger service for our nations job production, economic development, energy independence, environment protection, and travel choice. Turn to Page 8

Meeting from Page 7

Mid term: Make Amtrak work right! Talk about expansion of service on existing routes, and about new routes. One train per day on a route is barely minimal and doesnt represent real transportation choice, especially where the one train passes through a community in the middle of the night. At least two trains per day on long distance routes make sense, and more on the designated corridors. Long term: Dedicated Passenger Lines It is difficult to run passenger trains faster than 90 MPH on freight-hauling railroads.

Bob Fisher and Jesse Auerbach

Bob, of WisARP, and Jesse, of the Environmental Law and Policy Center of Chicago, introduced the WisARP members to the Citizen Forum idea that the rail coalition has been discussing since last spring. The minutes of the July 28 A Light in the Night forum at the Wintergreen Lodge have been published on www.wisarp.org as a special web-only issue of Badger Rails and are available for review.

for the National Association of Railroad Passengers (NARP), said the group has changed its organization and meeting schedules and format. The board and interested members now meet every six months, with every other meeting held in Washington. DC and the alternate meeting held in an Amtrak on-line city. The most recent meeting was held in Los Angeles, and he and several others in attendance at the WisARP meeting had attended the NARP meeting. He noted that Los Angles used to be known as one of the most auto oriented cities in the world as recently as the 1990s, but they have begun to transform themselves by developing an extensive subway, light rail, bus, and commuter rail system. Those who had attended the railroad-sponsored freight conference in Madison on October 20 reported that Governor Walker extolled the virtues of freight rail and its role in the states economy, but made no mention of passenger rail. There is an organization called OneRail which supports all rail service, freight and passenger. Another featured speaker at the freight rail conference was an investor who spoke highly of the value of rail as stock portfolio investment.

John Parkyn, WisARP President

John reminded the attendees that there are good times and bad times in any organization, and we happen to be in a bad time at the moment. He reminded us we have gone from other governors who did not support rail to one who became a convert and served as Amtrak board chairman, and another governor who got Wisconsin $810 million, only to have it taken away by the next governor. John reminded us we are few in number, but we must stand up for our beliefs. Congressman Mica would cut up Amtrak into pieces and bid off the prime segments to private business and let the rest wither. This would be bad for the cherry picked segments as well as without the feeder traffic from the entire system they too would likely wither away. A system is needed, not isolated segments. He noted he had sent the simple two-page WisARP Rail Plan to all state legislators and the governor Turn to Page 9
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Jesse Auerbach (Photo by Den Adler)

General Issues
In general discussion of attendees after the formal presentations, Royce Williams, Council Member

Meeting from Page 8

and lieutenant governor. One state representative has contacted WisARP expressing her support for rail passenger service, but no other responses have been received. John reminded the group that it is important to let your elected officials know you support rail and that you vote. At the meeting, the slate of board members and officers was presented and a motion to cast a unanimous ballot was made, seconded and approved. The Spring 2012 meeting will be on March 24, 2012 in Stevens Point at a location to be announced.
Amtrak Display Train (Photo by James Sponholz)

Twin Cities Route from Page 2

MinnDOT continues the public information process related to the study findings by holding public information meetings on the route selection process: Dec. 12, 2011 Stillwater Public Library, Stillwater, MN, 5 p.m. to 7 p.m.; Dec. 13, 2011 Winona County History Center, Winona, MN, 5 p.m. to 7 p.m. A Webinar will also be held on Wednesday, Dec. 14, 2011, from 5 p.m. to 7 p.m. More information on the above can be found at:
http://www.dot.state.mn.us/passengerrail/mwrri/phase7.html

Amtraks 40th Anniversary Display Train (above) made a stop at the Milwaukee Intermodal Station the weekend of Oct. 15-16, 2011. The display cars contained Amtrak memorabilia such as timetables, posters, uniforms, air horns and even a catenary display. Staffing for the event was mainly Amtrak employees or retirees donating their time (as such, the display train could stop only in cities with Amtrak crew bases), as well as Kalmbach Publishing and WisARP members such as Keith Plasterer. (Below: mannequin in very-70s-style uniform greets train guests).

Public comments can also be sent to MinnDOT between Dec. 12, 2011 and Jan. 12, 2012.

Badger Rails is published 6 times per year by the Wisconsin Association of Railroad Passengers, a not-for-profit Wisconsin membership association. WisARP President is John Parkyn, Stoddard, WI, (608)788-7004, email: jdp@dairynet.com Badger Rails Editor is Jim Sponholz. Please send comments or news items to: badgerrails@gmail.com Please send membership renewals ($15 per year) and address changes to: Mark Weitenbeck, 3385 S. 119th Street, West Allis, WI 53227 email: weitenbeck@sbcglobal.net WisARP on the Web: www.wisarp.org 9

November-December, 2011

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