More Trail Success

It bums me out endlessly when I consider the Nickel Plate corridor- the railroad that ran from Noblesville to Indy by way of Fishers- and the light rail nonsense that is pushed for it. I would much rather see a greenway, like the Monon through Carmel, or the Indianapolis Cultural Trail downtown.

Wherever the trails & greenways are installed, we see property values rise, we see an increase in greenery and a reduction in pollution, and people start getting more active.

The Indy Star had an article full of praise for the newest trail, the Indianapolis Cultural Trail:

More than a year of construction kept some customers away from stores and restaurants along Massachusetts Avenue, but businesses are beginning to see the Indianapolis Cultural Trail's payoff.

Even during this winter's frequent snow and ice, people using the walking and biking path have found their way into unfamiliar shops.

This particular trail cost less than $70 million to construct, will be very inexpensive to maintain, and is loaded with positives. Light rail will cost over a BILLION dollars, will lower property values, will have endless high maintenance costs, and will never live up to the puffy projections for usage. Bah.

Build It And They Will Come, Eh?

(Crawfordsville, IN)- One of the current 'stimulus' spending targets is high-speed passenger rail service, and as a railfan, it caught my attention that one corridor singled out for attention is Cincinnati to Chicago, through Indianapolis. From an Indy Star report:

The administration identified the corridor linking Chicago, Indianapolis and Cincinnati as one of 10 where the president wants to see efficient train service zipping along at 79 mph to 150 mph.

Dennis Hodges of the Indiana High Speed Rail Association said passenger routes from Indianapolis to Cincinnati and Chicago now run at about 45 mph; upgraded tracks and trains would raise that speed to 110 mph.

Crawfordsville in on that current route. Amtrak currently serves this run, so I thought it might be meaningful to look at its' current standing. From Amtrak's website:

One can currently commute from Crawfordsville on Amtrak's Cardinal #51 train. It departs Crawfordsville at 7:28am, and arrives in Chicago at 10:35am, all times local. The cost is $19 for a regular coach seat. Coming home, Hoosier State #850 departs Chicago at 5:45pm and returns to Crawfordsville at 10:35pm. The return trip is another $19.

Pretty workable, if you have a late starting work day. It's a long day, but what else would you expect, commuting from 150 or so miles away? These are the only trains that pass through all day, in either direction, so do make sure to be on time!

How many people ride? Hard to say definitively, but here's the evidence I could collect in the late morning:

Amtrak's current station is the thing that looks like a bus shelter, standing here in front of the old Monon RR station, that is now the home to a massage therapist and other businesses. There is no staff here: No ticket agent, no porter. There isn't even a rest room.

Amtrak's dedicated portion of this parking lot in Crawfordsville has 12 spaces. 5 are occupied by commuters. One is my car.

Who knows? Maybe there is a lot of walk-up ridership. Maybe each vehicle had seven people carpooling. Maybe, though, people choose not to ride.

The National Association of Railroad Passengers has statistics on Amtrak's various routes. According to NARP, 31,099 fares rode the Hoosier State in 2008. See pg 37 of NARP's factsheet. For comparison? According to the most recent (2002) INDOT count, the least travelled part of I-65 north of Indianapolis saw 26,330 vehicles PER DAY.

I know how it goes with these programs: If they had a lot of riders, it would stand as proof of the public's support and therefore the worthiness of public funding. As it shows few riders, it's proof that if only the service were upgraded- made to run faster, in this case- surely more people would ride. No matter what, though, shovel more money at it.

There is no comparing Europe's high-speed rail to American passenger service. I've ridden Spain's AVE train from Madrid to Sevilla, and it's a hoot. It runs at about 180mph. Total trip time is about 2 hours. What makes it different is that the rails are dedicated solely to the AVE train. No slow passenger trains to clog the rails with, and no freight trains.

In the US, and on the former Monon at Crawfordsville, the rails are owned by the freight companies, here, by CSX. Passenger service is second fiddle. The railroads had been trying to rid themselves of passenger service from the 1950s until finally in 1971 Amtrak was formed. Until then, the federal government forbade American railroads from eliminating passenger service, forcing those companies to operate these trains at a loss for years or even decades.

The Administration's plan is to upgrade the rails on existing routes. Well, that's nice. I'm sure the freight railroad will appreciate that gift. But it doesn't change the fact that the freight trains still take priority over passenger trains. Do this math for me: A passenger train capable of 200mph is going to go how fast if trailing a freight train going 35mph?

So, what are we going to do? Kick the freight trains off their own tracks? Build new dedicated corridors? Anybody think that land acquisition through Chicago will be easy or cheap?

Notice, I haven't even begun to talk about the operational subsidies that allow Amtrak to survive. A quick look at Amtrak's balance sheet shows that passenger fares barely cover salaries and benefits to Amtrak employees, and don't even cover bothersome things like train operation (you know, the core of the enterprise), or fuel.

In 2007, Amtrak lost more than a billion dollars. Who ate that? We did. Those of us who don't even ride.

Light Rail Blahs

This light rail irritant just won't go away. It seems that despite any analysis of real-life non-usage of passenger rail in the vast majority of American locales, the evidence of the conditions required to make commuters choose to ride the rails, the costs associated therein in tax dollars, the injustice of having non-riders subsidize the riders- this boondoggle plods blindly forward here in Indiana. Irritating Indy Star story.

Pressed for time, I'll address just one issue so frequently evoked by supporters when challenged on the taxes or the justice. The comeback is, "well, the interstate highways are subsidized".

Fair enough, but must that mean that we should also subsidize light rail? Saying yes is like saying that if you have an affliction that blinds your right eye, the solution is to blind the left, just to keep them on par.

Rather, let's end the subsidies to the highways. If you ride them, you should pay for them. Nothing more just than a user fee. Those who do not use the interstate need not pay for it. Likewise, those who won't ride the rails, which is to say some 95% or more of us, shouldn't have to flip a dime out of pocket into the suck hole.

The toll highways are the answer. I'm not talking about the Mitch Daniels lease idiocy. I'm talking about keeping the highways in the hands they are in, but assigning a cost to pass. It's easy enough if you get an I-Pass transponder- No need to stop at a toll booth, just drive on through and your account is charged.

Kind of like the water bill. You use so many cubic yards, you pay so much. Better than that, though, there is no base charge. Pass the booth, pass the toll. I hear no complaints about the water bill. Why should transportation be a shell game of hidden taxes and hush-hush subsidies?

To see some other current dialogue on light rail, where my name was evoked, check out Masson's Blog. I've chimed in a couple of times to make a point, all worth reading, if I don't say so myself.

Illinois Workfest

The posts have been few of late, mainly because I have been working 2-3 days/week in Illinois, in Danville and Decatur, on contract for AT&T. You know those service cabinets? I make scale drawings of the area so the engineers can figure out where to put another one.

Tough site. Extra room? This is a cross-connect box. A new VRAD cabinet is to be placed near the cross-box. They work together and allow for broadband and video services to be offered. I locate these in their surrounds and make 1" = 20' scale drawings. Curse me, as you will now see these cabinets all over your neighborhood where they were invisible to you before.

These have been interesting places for me to work, as there is much industrial landscape, and much of it still functioning. Translation: Plenty of trains to watch while I eat my lunch in the car.

Decatur, IL. Norfolk Southern and CSX trains work this area. Great industrial view, including the obsolete coal tower! A fellow train geek stands by the diamond with film rolling. I used the flash so that I could get a reflection off the signal tower marker. Is that some geek action, or what?

This work will be ongoing for the next 4-6 weeks, so if the quantity is light, I'll do my best to provide quality.

I enjoyed the recent linkage in "Just For The Record" for my last post. Thanks, Andrew! There's even a search label for my name. I'm flattered!

Yes, I Rode Mass Transit

New York City is one place where mass transit can work for the average person as a rider. Two main reasons: It’s a complete liability to have a car; you can walk to your destination after you get off the bus or train.

I bought a 7-day unlimited pass for $24. I could ride any train or bus, any time.

Why is it a liability to have a car? Many reasons. It’s very difficult to find parking, and once you do, it’s expensive. There are lots in Manhattan that charge $100/24 hours to park. Even out in Queens, Steve rents out two parking spaces at $150/month. The insurance is outrageous. Your car is going to get beat up.

I rode the Q33 bus from LaGuardia Airport to Roosevelt Station in Jackson Heights, where Steve lives. We weren’t even off the airport grounds when the bus slammed into an airport employee shuttle! The bus lost its mirror. It was great theatre. The bus and shuttle pulled up alongside one another at the next light. Both drivers opened their windows and doors and began shouting and swearing at each other.

Riding the trains never loses its novelty for me. I’m a train nut, so it fascinates me to stand in the station, to crowd on to a train, to look at the ads, and to look out the window at the scenery. Not much to see in the tunnels.

New Yorkers are numb to the experience. When a New Yorker wants to get somewhere quickly and he has a few bucks, he doesn’t take the train. He hails a cab.

Steve in the cab after the Guggenheim. We weren’t in a big hurry, really. We just had a better option, and took it.

Cabs are expensive, fast, and exclusive. They go from A to B without any walking. Trains are cheap, slow, crowded, and generally leave you having to walk to your destination. Despite their expense, there are more cabs operating in NYC than in any other American city.

Some people in Central Indiana are clamoring for the trains. I’m not one of them. At a billion dollars for a single line from Fishers to Indy, we’re still about $10 billion from a system.

New York has 10 million people.
Indy has about 1 million.

New York is densely packed.
Indy is sprawled.

New York is a walking city.
Indy is nothing of the kind. The suburbs are sprawled even more.

You can’t park in NYC unless willing to pay a lot and to risk damage to your car.
You can park at a meter in downtown Indy at almost any time. I do it at least once a week. I use nickels and dimes.

It’s a shame that the NYC system isn’t private. I bet it could be profitable there, if it weren't a government operation. But there is absolutely no way mass transit will be profitable in Central Indiana. It will only be a tax dollar suckhole here. Breaking even would be a fond, wistful dream. IndyGo president Gil Holmes agreed with my reading of the balance sheet and my statement that it is a tremendous financial loser. This is why I asserted to him that mass transit is merely a transfer of wealth from those who do not ride to those who do, and on that basis unjust.

I think it's telling that cabs are seldom used in Indy. The average Hoosier uses a car because it is cheaper and every bit as fast, saying nothing of the sense of independence gained from driving.

At any rate, the trains were fun for me in NYC. Here are some assorted rail pics.

I love the tile in the subway platforms.

One of many images of Grand Central Station.

More Grand Central.