| nopra_endeavors_april_2018.docx |
NOPRA Endeavors
(Northwest Ohio Passenger Rail Association)
September 10, 2014
Updated July 20, 2019
(Northwest Ohio Passenger Rail Association)
September 10, 2014
Updated July 20, 2019
1. Passenger Rail Advocacy
2. Connecting Toledo with Michigan Rail
3. New Maumee River Rail Bridge
4. Columbus - Fort Wayne – Chicago with
Toledo- Dunkirk & Defiance/Toledo
5. Toledo Train Station
6. Lakeshore Corridor Initiative with
Lake Shore Rail Alliance
7. Streetcars/Light Rail
1. Passenger Rail Advocacy
Priority: Very High
Economic Impact: Low
Needs:
a. Public Awareness
b. Communication with Public, Corporations, Freight Rail, Amtrak, Independents, and Government Representatives
c. Private and Public Funding
d. Ohio Government Involvement
Impediments:
a. Public Knowledge of Value of Passenger Rail
b. Getting an Audience with relevant parties
c. Support of Regional Leadership
c. State Politics
d. Amtrak Funding for Rolling Stock & Upgraded Infrastructure
Likelihood of Success: High
Plans/Actions:
This is our primary mission. We communicate to the public through publications, presentations, forums, and major events such as Nation Train Day Toledo (NTD). As noted, public awareness is a need. It is our greatest need and, presently, our greatest challenge. Upon discussion with people in northwest Ohio it became evident that too many, over 60%, did not know we still had a passenger rail station in Toledo. Without the public having that knowledge it was a major impediment to advocacy and the impetus to get a rail name added to our train station, The Martin Luther King, Jr. Plaza.
To help address that lack of knowledge, surveys were completed on college campuses and which by the visiting public on National Train Day Toledo. The name chosen through surveys and voting was:
Glass City Railway at Martin Luther King, Jr. Plaza
When the name was presented to the Black Caucus, it was rejected.
Secondly, we communicate with private corporations and public officials to explain our positions and the value of passenger rail. Since we are a 501 (c) 3 non-profit organization, we do not lobby. We present our advocacy to any political representative who will meet with us to explain the benefits and advantages of rail. Our biggest issue is getting them to return calls and actually meet with us.
Thirdly, we provide petitions and information surveys at NTD to communicate data with political representatives. We have signed with other groups in communication to congressional committees in advocacy of such actions as increased funds for Amtrak and GROW America. We shall continue this.
Fourthly, we need better communications with Amtrak, on how we can better advocate for them and passenger rail and how they can be more of a presence in Northwest Ohio.
Fifth, we have supported the Columbus-Fort Wayne-Chicago. Without financial commitments we were not part of the EIS (Environmental Impact Study) for the connection from Fort Wayne through Defiance to Toledo. We continue to work with All Aboard Ohio in support of the Columbus – Lima – Fort Wayne connection.
2. Connecting Toledo with Michigan Rail
Priority: Moderate to high
Economic Impact: High
Needs:
a. Political Will
b. Government Cooperation
c. Private and Public Funding
Impediments:
a. States’ Politics (SEMCOG)
b. Financing
c. Available Passenger Cars
e. Track Upgrade
f. Controlling Project Costs
Likelihood of Success: Moderate
Plans/Actions:
For direct connection with Michigan DOT on north to south routes, it is one project too many for MDOT especially since it involves interstate cooperation to complete. However, a regional group out of Traverse City, Michigan, (Groundwork Center for Community Resilient Communities), has hired TEMS, Inc. (Transportation Economics & Management Systems) to complete a feasibility study between Traverse City and Ann Arbor project - 2TC: Train from TC to Ann Arbor. Steps are being taken to include the route between Ann Arbor and Toledo as an add-on. Funding of $27,500 will be needed to include Toledo in the Ann Arbor to Toledo portion of the study. Plans and efforts working with TMACOG are moving forward to be part of this study.
3. New Maumee River Rail Bridge
Priority: Very High
Economic Impact: Very High
Needs:
a. Political Will pushed by Advocacy and Federal Government
b. Freight Rail, Passenger Rail and Government Cooperation
c. Private and Public Funding
d. Construction Industry Support
Impediments:
a. Lack of Public Knowledge of Value of Bridge to Region
b. Freight Rail, Passenger Rail, and Government Cooperation
c. Political Will
d. Financing
e. Controlling Project Costs
Likelihood of Success: Moderate to High
Plans/Actions:
When one thinks about a high impact opportunity, building a modern railroad bridge across the treacherous Maumee River is just such a project. Jerry Wicks, of OHERN (Ohio Higher Education Rail Network), NOPRA, and AAO (All Aboard Ohio) has provided a concept paper on, not only just a railroad bridge, but a modern, eye catching, futuristic infrastructure bridge that would be conducive to not only today’s east-west traffic across the Maumee River but well into the future. This new bridge would have either three or four tracks serving primarily freight along with passenger rail.
The Toledo New York Central Railroad Bridge, built in 1902, is located where currents can be difficult especially for big ocean going grain ships. It has been damaged several times shutting down efficient east-west rail traffic. Its sister swing bridge in NJ was condemned several years ago and is in need of replacement by NJDOT. They noted the NJ swing bridge did not have the safety features bridge engineers now demand of modern structures. Since our bridge is older (built in 1902), we believe the Toledo swing bridge needs to be replaced. It is a critical freight and passenger rail bridge which can only carry two trains at one time, often delaying other trains therefore, making it a choke point on this major east-west route. Norfolk Southern informed us it can be circumvented if necessary. If it were not functional, it would delay and alter the route of about 100 freight trains and 4 passenger trains daily.
The needs for a new (second) bridge are; 1) the eventual need for more capacity across the river as both freight and passenger traffic are projected to increase in the coming decades and, 2) the precarious nature of having only one viable Maumee crossing since Norfolk Southern sold their downriver bridge to the Wheeling & Lake Erie. This old swing bridge is their ONLY Maumee River crossing. Adding a three or four track modern bridge that could handle more trains faster would facilitate better east-west freight and passenger traffic. Also, a new, modern bridge will be required for high speed rail.
This is primarily a waterway safety and freight issue with passenger rail piggybacking onto the effort. We need leadership from the City of Toledo, the Lucas County-Commissioners, the Toledo-Lucas County Port Authority, private enterprise, unions, and the state government. We need congressional representatives and senators to publicly support this investment into our future.
In addition to the benefits for rail, the bridge would be a boon for northwest Ohio and, in particular, Toledo. It would mean engineering and construction jobs for at least a couple of years. When completed, it would be a trophy piece not only for rail but for tourism in Toledo and Ohio. It would bring people to Toledo and to the new Middlegrounds Metro Park which would be at its edge.
We, NOPRA, are providing the concept paper and championing the opportunity this presents for all. We need to work with NS to not only get their support but for them to champion a new bridge.
PowerPoint slide presentation on the proposed Middlegrounds Rail Lift Bridge that works on all computers: http://www.slideshare.net/jwicks99/maumee-river-rrliftbridge.
4. Columbus - Fort Wayne – Chicago with
Toledo- Dunkirk & Defiance/Toledo
Priority: Low
Economic Impact: Low to Moderate
Needs:
a. Freight Rail, Passenger Rail and Government Cooperation
b. Private and Public Funding
Impediments:
a. State Politics
b. Financing
c. Upgrading Tracks
d. Controlling Project Costs
Likelihood of Success: Low to Moderate
Plans/Actions:
Mid-Ohio Regional Planning Commission (MORPC), Northern Indiana Passenger Rail Association (NIPRA), and All Aboard Ohio (AAO) have joined support to initiate a Columbus through Fort Wayne to Chicago passenger rail. NIPRA realized that, standing alone, Fort Wayne to Chicago does not have “independent utility” as the Federal Railroad Administration defines that term. Therefore, the corridor needed to be extended into Ohio for planning purposes. The opportunity to participate in the Feasibility Study was offered to Toledo as well as to Lima and Columbus. In 2012 Columbus accepted and became a participant in and contributor to the study. The Ohio Hub Plan foresaw regional connections from Chicago to Columbus through Fort Wayne and eastward to Pittsburgh via Newark, Coshocton, and Steubenville.
To date NIPRA has raised over $600,000 for the next phase of pre-development, which is the “Tier One” Environmental Impact Study. Indiana partners have taken the lead in fund raising, but the Ohio partners are now engaged and catching up in pursuit of funds for their portion of the Chicago-Fort Wayne-Columbus passenger rail project.
In discussion with NIPRA, AAO Board, and Defiance County Commissioners there was substantial support for extending the line from Fort Wayne to Toledo through Defiance. As advocates, we are in favor of this connection for a multitude of reasons and as many opportunities. This would allow traffic between Toledo – Fort Wayne with connections through Lima to Columbus including another option to Chicago. It would establish more passenger rail service through Toledo. Also, it would be a possible first step for OHERN connecting various college campuses.
In discussion with Northwest Ohio leadership there was initial interest in pursuing this passenger line interconnecting cities and states but this interest did not translate into any actions.
Prior to our further extending efforts to this end, we need leadership from the Lucas County Commissioners, the Port Authority, and, especially, the City of Toledo. Support from the state’s general assembly and the Ohio Rail Development Commission would greatly improve the probability of this project being completed. NIPRA completed their RFP (Request for Proposal) for a First Tier EIS between Fort Wayne and Gary, Indiana. They worked with concerned parties in Ohio, led by MORPC (Mid-Ohio Regional Planning Commission), to get funding for the Columbus to Lima leg of the proposed trackage. At this time, no significant funding has been produced to complete this leg.
Financial support from Defiance County and Lucas County would be needed to complete an EIS to include the leg to Toledo. There is only a short distance in Lucas County required to hookup with the present east-west mainline. Further work needs to be done with coordination and planning before any actions will be forthcoming.
5. Toledo Train Station
Priority: Very High
Economic Impact: Moderate
Needs:
a. Toledo-Lucas County Port Authority Actions
b. Public Funding
c. Private Support (Businesses) for the Venue
Impediments:
a. Public Funding
b. Controlling Project Costs
c. Possible Conflicts with Norfolk Southern
Likelihood of Success: Very High
Plans/Actions:
The Toledo Train Station has aged and the second and third platforms need to be ADA compliant which is a thrust of Amtrak and the FRA. Amtrak has completed some repairs to the cement work in front and patched some of the more deteriorated edges of the main platform. The establishment of Greyhound has made the station intermodal. Also, included is a Subway food station open during the day but not when trains embark and disembark. It needs to be a 24 hour food service vendor. The Port Authority promised to work on the signage plan (coordinating with ODOT) and get Greyhound and Amtrak involved in signage and advertising to increase community awareness.
Regional efforts have been pursued. NOACA (Northeast Ohio Areawide Coordinating Agency) entered into an MUO (Memorandum of Understanding) agreement with the Erie Regional Planning Commission and TMACOG (Toledo Metropolitan Area Council of Governments) to create a Northern Ohio Rail Alliance (NORA) pushing for a TIGER (Transportation Investment Generating Economic Recovery) grant to upgrade four rail stations; Cleveland, Elyria, Sandusky, and Toledo. TMACOG signed the MUO in support of the goal. Elyria received $2.9 million from Amtrak and $540,000 from ODOT for their station and work has begun. The total cost for the Elyria station is estimated to cost between $8 - $10 million.
The Port Authority is using an EIS earmark fund of $936,000 to renovate the platforms. At this point, there appears to be no planning for future expansion and how many tracks will need access. Even with only four trains we have passenger trains waiting to access our station. We, NOPRA, urge the final plan to provide for ADA access to at least five tracks which can be accessed by the planned two access elevators. Bob Seyfang, a member of NOPRA and an architect who heads up the Toledo Design Center, a nonprofit group of architects and planners, drafted an updated renovation plan for the train station and area neighborhood as a development district, the Middlegrounds Development District. The Middlegrounds Development District is updating its planning with TMACOG.
6. Lakeshore Corridor Initiative
Priority: Very High
Economic Impact: High
Needs:
a. Political Will
b. Freight Rail, Passenger Rail, and Government Cooperation
c. Private and Public Funding
d. Increasing and Upgrading Tracks
Impediments:
a. Public Knowledge of Value of Passenger Rail
b. Freight Rail Operations
c. Financing
d. State Politics
e. Available Passenger Cars
f. Controlling Project Costs
Likelihood of Success: Moderate
Plans/Actions:
In November 2012, we agreed to work with Rick Harnish of High Speed Rail Alliance (https://hsrail.org/) to advocate for and raise money to push the Northern Corridor now the Lakeshore Corridor Initiative to increase awareness of passenger rail, to increase trains and improvement of travel reliability, and to increase the four track main from two to four tracks between Cleveland and Chicago. As part of the advocacy we, in NOPRA, attempted to get political and private entities from Bryan to Sandusky to support and contribute financially to this corridor improvement. This was arduous and not always productive but increasing trains, especially during the day, is necessary for growth across Northwest Ohio.
As noted under advocacy, we often have difficulty getting to see key people in public positions. Private enterprise is more open and supportive but not forthcoming monetarily at this time.
One of our biggest concerns is the advancement of high-speed rail across Michigan. They have political will and support, public support, and monetary support making it a reality. When this combines with a new bridge between Detroit and Windsor and 130 mph track improvements across Ontario, it puts the Lakeshore Corridor in a difficult position. Michigan is already five years ahead of us and moving faster to complete faster passenger rail lines.
The other issue along the Lakeshore Corridor is the improvement of the passenger rail stations including Elyria and Toledo. (See Toledo Train Station)
Midwest Regional Rail System (MWRRS) study (https://www.midwestrailplan.org/) showed that Ohio is a strong market for passenger rail. Investment in the next generation of rail would increase rail manufacturing and jobs throughout the industrial Midwest where Ohio would benefit the most with 122 manufacturers. In our discussions with different leaders we were told that at least two companies were interested in building passenger cars in Toledo. No matter the political and financial concerns we should have been able to have them locate in Toledo.
In 2012 Norfolk Southern participated in the location of 64 new industries and the expansion of 30 existing industries along its rail lines for an investment of $2.1 billion. (See Maumee Bridge)
This illustrates the need to work with and have the cooperation of freight rail and in particular, Norfolk Southern. Amtrak operates over all Class I railroads because it has trackage rights, but it does not maintain those tracks or control train movements on those tracks. The arrangement affects Amtrak operations in two significant ways:
One, the host railroad is responsible for track maintenance. In the U.S. freight railroads spend about 17 percent of their revenue on capital expenses including infrastructure upgrades and maintenance of tracks.
Two, Amtrak has priority over freight traffic only for a specified and small window of time. When a passenger train misses that window, for example due to an earlier delay, host railroads may (and frequently do) direct passenger trains to follow slower freight traffic.
These limitations explain why our impetus has been on increasing the main between Cleveland and Chicago back to four tracks. We need support from Norfolk Southern, Amtrak, advocacy groups, private enterprise, and government entities to make this a reality.
When considering the advantages of increasing passenger rail the following needs to be considered. Over the past five years the average subsidy per Amtrak ticket has been $5.62. Amtrak ticket sales and other revenue covered 94.7% of its operating costs in fiscal-year 2017. In 2012, the operation costs per passenger mile, was 34.9 cents of which 88% or 30.7 cents was recovered by ticket costs. It is the most economical per passenger mile and the most environmental friendly of all transportation modes.
The published FRA (Federal Rail Administration) guideline in 2009 pushed funding for corridor programs that have established service objectives and "reasonable project cost and benefit estimates" (such as the Midwest Regional Plan). Even though our state government has failed to capitalize on these funding opportunities we must push to expand the frequency and reliability of our corridor.
7. Toledo Streetcars/Light Rail
Priority: Low to Moderate
Economic Impact: Very High
Needs:
a. Vision and Leadership for the future growth of Toledo
b. Political Will
c. Private and Public Funding
Impediments:
a. Vision and Leadership for the future growth of Toledo
b. Political Will
c. Private and Public Funding
d. Toledo Naysayers
e. Controlling Project Costs
Likelihood of Success: Low to Moderate
Plans/Actions:
Core Circulator
Since there was an engineering concept with practical implications of a streetcar circulator for downtown Toledo commissioned by TMACOG, it should be a major consideration to answer the need for transformational opportunity for Toledo. As the Core Circulator depicts, it would bring visitors to downtown Toledo, facilitate getting around Toledo, increase foot traffic, and bring, as in other cities around the nation, significant investment. All of these are needed for the future growth of Toledo.
River Runner Line
Jerry Wicks proposed another plan that might be incorporated into a long range plan for light rail in Toledo. A light rail path along the Maumee River might offer better potential for economic development compared to the circulator plan. To date, there isn’t any demographic data or an engineered plan as with the Core Circulator. Visually, it appears it would be easier to develop the real estate along the river than properties to the northwest of 11th or 14th street in downtown Toledo.
The line is tentatively named "River Runner" because it would run along the river down the center of Broadway and Summit St., beginning at the Toledo Zoo and end at the now closed Riverside Hospital. The line would terminate in the South with a turn-around in the Walbridge Park parking lot directly across from the entrance to the Toledo Zoo. At the North end, the line could terminate with a turn-around in the parking lot between the YMCA and the old Riverside Hospital or be moved further north along Summit St. It would cover a distance of about 5 miles, serving the Toledo Zoo, residential areas between the zoo and downtown, the train station, major sites downtown, and support the fledgling business community along N. Summit St. One big advantage of this plan is that it pulls the Toledo Zoo into the economic sphere of downtown Toledo. The Zoo and downtown both need the other's local micro-economies. Economic activity at both locations would increase with the River Runner. And by having the light rail incorporate the train station with the center of downtown it further enhances the growing sense of importance of the station, while increasing the value of the land surrounding the station.
A linear path is easily extended. A southern addition could continue along Broadway to River Rd., incorporate the Toledo Country Club and continue on to downtown Maumee. This is a lovely residential area that would be well served by a near silent, light rail line. The Northern extension of the line would continue along Summit St. to Point Place, again, serving a substantial residential area of Toledo. Introducing light rail in both directions would result in substantial residential economic development along the nearby waterways.
Only one track would be needed, with the exception of one or two places where sidings would be required for passing if two trams were operating simultaneously on the line.
Many facets of transportation, scientific needs, economics of scale, and population movements are pushing the need to be able to transport more people cheaper and cleaner than we have over the past fifty years. Young and old adults alike prefer not to or are unable to drive. This means they need a means of public transit to get around where they live. Changing demographics provide a greater demand for 'transit oriented development" (TOD), which are part of the equation for proposals for streetcars. This has been a governmental obligation to ensure mobility for all. Interestingly, there are now 76 million 'baby boomers' and 75-80 million 'millennials.' Almost one half of all households are single, many of these looking for housing and transportation alternatives.
These ideas to return streetcars to downtown Toledo are steeped in history and historical interest in the Core Circulator plan (the downtown community - merchants, business people, etc. - spoke in favor). The River Runner though new may bring not only historical interest but renewed interest in rail transit. The major benefits would include people preferring to live near the line(s), increased foot traffic downtown, and alleviation of parking issues. The growth in streetcars is attributed to the rebirth of America's 'central city' and generational changes, declines in automobile use and a desire by cities to redevelop and repopulate neighborhoods in ways that promote sustainable lifestyles.
There has been discussion as to the ‘type’ of streetcars to be used; traditional overhead electrified light rail, Bombardier's Primove light rail induction power technology <http://primove.bombardier.com/application/light-rail/, or Bus rapid transit (BRT). The traditional light rail has a high initial infrastructure investment compared to the other two.
The cost to build Bombardier's Primove light rail would be less than $7 million a mile, less than traditional overhead electrified light rail, plus Bombardier's system is easier and cheaper to maintain. It was estimated a 5 mile long light rail system in downtown Toledo could be built for less than $40m. The system could be operated by a public transportation entity such as TARTA.
Bus rapid transit (BRT) has been proposed in the Public Transit and Passenger Rail Committee as an alternative to streetcars/light rail. BRT aims to combine the capacity and speed of light rail or metro with the flexibility, lower cost and simplicity of a bus system. A true BRT system will have most of the following elements:
- Alignment in the center of the road (to avoid typical curb-side delays)
- Stations with off-board fare collection (to reduce boarding and alighting delay related to paying the driver)
- Station platforms level with the bus floor (to reduce boarding and alighting delay caused by steps)
- Bus priority at intersections (to avoid intersection signal delay)
In Toledo, infrastructure investment is always an issue. American Public Transportation Association (APTA)’s 2014 Update to the Economic Impact of Public Transportation Investment notes that for every dollar spent on public transportation the economy receives three dollars back. Also, 314 jobs are created for each $10 million invested in transit capital funding. Two of the main advantages of rail versus the BRT is cost per passenger mile and trackside investment (due to the tracks being in place businesses know they will have a continuing customer base). Both of these can be mitigated with a well designed BRT system with set stations and routes. BRT still has the pollution of diesel fuel exhaust contributing to transportation‘s 13.5% of greenhouse gas emissions worldwide.
We, NOPRA, need to be supportive of public transit although it is not specifically passenger rail. We will garner more support for our objectives and organization as an advocate and partner of and for the other community endeavors and initiatives instead of being only a niche for ourselves.
Here is a map of where the River Runner line (in red) would run.