Money for Railway Upgrades

  • 8 billion dollars was announced for rail projects. (Photo courtesy of the Library of Congress)

The Obama Administration’s
release of money for higher
speed rail ended up being less
than most states wanted. Lester
Graham reports on what this
will mean for passenger train
service:

Transcript

The Obama Administration’s
release of money for higher
speed rail ended up being less
than most states wanted. Lester
Graham reports on what this
will mean for passenger train
service:

Eight billion dollars apparently doesn’t go that far in rail projects. The pundits have noted California’s Sacramento to San Diego corridor got 2.3 billion and Florida’s Tampa to Orlando route got 1.25 billion, making those states the big winners.

But if you forget state boundaries and look at rail networks, the Midwest’s Chicago Hub network pulled in a whopping 2.6 billion to improve the rails.

Amtrak doesn’t get any of this money. It just runs the trains. It doesn’t own many of the tracks. But spokesman Steve Kulm says better tracks mean Amtrak trains can go faster.

“Train speeds are going to increase from say 79 to 90 or from 90 to 110. But wit this funding that was announced, there was the Florida project and the California project. If those projects do happen and get moving, those projects will be at the 150 or higher levels.”

That’s how fast the train from Washington to New York goes and it’s getting more passengers than the airlines.

For The Environment Report, I’m Lester Graham.

Related Links

Paying for Risks on the Rails

  • This train in Graniteville, South Carolina, crashed while carrying chemicals called "toxic inhalation hazards." Transporting these chemicals is extremely dangerous, and rail companies think chemical companies should share some of the insurance burden. (Photo courtesy of the Environmental Protection Agency)

Toxic Inhalation Hazards are a class of chemicals with a notorious name: if you inhale them, you die.
On the flip side, they’re useful: Take chlorine. It purifies drinking water. Another is anhydrous ammonia. It’s used for corn fertilizer.
The government feels some toxic inhalation hazards are so important it forces railroads to ship them, even though insurance is expensive.
Shawn Allee says rail lines now want the chemical industry to chip in:

Transcript

Toxic Inhalation Hazards are a class of chemicals with a notorious name: if you inhale them, you die.
On the flip side, they’re useful. Take chlorine: it purifies drinking water. Another is anhydrous ammonia. It’s used for corn fertilizer.
The government feels some toxic inhalation hazards are so important it forces railroads to ship them, even though insurance is expensive.
Shawn Allee says rail lines now want the chemical industry to chip in:

To understand why the railroad industry wants help with insurance, you should know what happened in Graniteville, South Carolina.
Phil Napier is Graniteville’s fire chief. Napier tells me, one night in January 2005, he got paged about a train wreck.
He hopped in his truck and before long, he found the train engineer.

“I stopped to roll the window down and this gentleman told me they had a chemical leak and he couldn’t breathe and he fell to the ground. And immediately, it hit me. It basically took my breath and all I remember is taking a U-turn heading north but I ended up south. There’s a time-zone in there that I have no memory.”

When Napier came to, he got word from his radio: the train carried chlorine and a toxic cloud was spreading.
Napier evacuated Graniteville. Later, he got a look by helicopter.

“We did a flyover. I mean, it was like a Twilight Zone – you could see cars all up and down the highways, with the doors open.”

Nine people died in the Graniteville derailment and chlorine spill. Since then, the railroad industry worried an accident like this could ruin them.

“The lesson we drew from that was, if there is a major catastrophe by the railroad carrying this material, could be forced into bankruptcy and be forced out of operation.”

That’s Ed Hamberger, the head of the Association of American Railroads.
Hamberger calls the Graniteville accident a tragedy for the town and a financial mess for the railroad responsible – Norfolk Southern.

“The accident in Graniteville resulted in damages of 400 to 500 million dollars.”

Norfolk Southern won’t confirm the figures, but consider this: it’s still in court over an incident involving nine deaths.

Experts say if a similar derailment happened in the middle of a big city like Chicago, it could kill at least 10,000 people.
Hamberger says railroads can’t insure against that.
You might think they would refuse to carry toxic inhalant hazards, but the government says they have to – because rail has the best safety record.

“The freight railroad industry has what is known as a common carrier obligation to carry these toxic by inhalation materials. Several of our members have said if they were not forced to, they would not carry it because of that liability threat.”

Hamberger says if the government won’t lift the obligation, it’s fair to require chemical companies to pay some insurance.
And, he says, it would make the public safer.
The argument goes, if chemical companies paid more to insure against transportation accidents, they’d create safer chemicals.

“With regard to the argument the chemical industry needs an incentive to make safer products, frankly, we have all the incentive in the world.”

Marty Durbin is with the American Chemistry Council.
He says chemical companies already pay insurance against accidents in their factories.
And they are looking for alternatives to chlorine and other toxic inhalant hazards.
Durbin says, besides, when trains leave their factories financial risk should be out of their hands.

“You have to have liability throughout the chain that helps motivate safety improvement.”

The chemical and railroad companies will battle this out in front of government agencies for a while.
In the meantime, each year, trains will make 100,000 shipments of toxic inhalation hazards along the nation’s railroads, even if some freight rail companies don’t want to.

For the Environment Report, I’m Shawn Allee.

Related Links

Amtrak Money Not So Fast

  • The stimulus bill includes funds for a light rail Amtrak system, however the money could be tied in up in approval processes for quite a while. (Photo courtesy of the Virginia Department of Rail and Public Transportation)

There’s money in the stimulus package for high speed rail projects. Lester Graham reports Amtrak is waiting to see how the money might be spent:

Transcript

There’s money in the stimulus package for high speed rail projects. Lester Graham reports Amtrak is waiting to see how the money might be spent:


Eight billion dollars is set aside for high speed rail projects. So, where’s Amtrak going to start?


Turns out Amtrak doesn’t really make the decisions. Marc Magliari is a spokesman for Amtrak. He says the passenger train company has submitted a plan to the Department of Transportation’s Federal Railroad Administration. That office is now asking the different state governors what they’d like. Amtrak is just… waiting.


“I’m not going to speculate on the speed under which the FRA will make its make its grant decisions and which grant decisions it will make. That would not be our call.”


We do know any project under the stimulus plan has to be started within the next 18 months.


Amtrak basically has to hope that each governor understands not only his or her own state’s needs, but how their decisions might affect a high-speed rail network.


For the Environment Report, this is Lester Graham.

The Mass Transit Paradox

  • Because of the down economy, ridership is up. But with the economy flagging, transit companies are having to cut routes and raise fares. (Photo by Shawn Allee)

So with the government’s 787 billion dollar stimulus plan now approved, a lot of folks in state and local government are thinking about the federal dollars that’ll float their way soon. Some mayors are especially eyeing the 8.4 billion for public transit. Rene Gutel looks at who wants to spend what:

Transcript

So with the government’s 787 billion dollar stimulus plan now approved, a lot of folks in state and local government are thinking about the federal dollars that’ll float their way soon. Some mayors are especially eyeing the 8.4 billion for public transit. Rene Gutel looks at who wants to spend what:


Mayors from coast to coast see the stimulus package as one big pot of gold. Phoenix mayor Phil Gordon knows exactly how he’d like transit money spent in his city.


“First and foremost, Light rail.”


(sound of a train)


It’s all about light rail. Phoenix is notorious for its car-culture, freeways and gridlock; Residents worry it’s turning into the next L.A., but a brand new twenty-mile light rail line launched in December.


Trouble is, it’s only one line. It goes from the suburb of Mesa and ends in downtown Phoenix.

Mayor Gordon wants to use federal stimulus money to add a three-mile extension. Gordon says it’s the ultimate shovel-ready project. All planned, just add 250-million dollars and it’s ready to go.


“We could sign a contract with America, with the federal government, that we will turn dirt by March 31st, and we’ll create 7,000 new jobs.”


Those new jobs will be around long enough at least to get the rail extension built. But getting a light rail line is not the same as keeping it running.

Look at San Francisco that has a well developed transit system. They have a different kind of wish list that centers on maintaining the system they already have.

Judson True is a spokesman for the San Francisco Municipal Transportation Agency.


“We want to repair light rail vehicles that have been damaged in collisions, we have some cable car kiosks that we’d like to replace, we have change machines we’d like to replace in our metro subway stations.”


And it keeps on going. The American Public Transportation Association has identified nearly 800 public transit projects nationwide ready-to-go within 90 days.

APTA says the projects will not only create hundreds of thousands of jobs, but reduce fuel consumption and decrease greenhouse gas emissions.

But San Francisco’s Judson True says, while he’s grateful for funding for capitol projects…


“Systems like ours in San Francisco also need help on the operating side, and you see that all over the country.”


People are calling it the transit paradox and it’s hit cities like Denver, St. Louis and New York City.

Because of the down economy, ridership is up. And yet most transit systems rely on local and state money to subsidize operations. But with the economy flagging, cities and states are struggling too – and transit companies are having to cut routes and raise fares.


“You have a catch 22, more riders and you have to make service cuts.”


That’s Aaron Golub, an assistant professor in the School of Planning at Arizona State University. Mass transit’s his specialty. He’s worried about transit systems getting gleaming new buses, and kiosks, and buildings but then not having the means to operate them.


“It would be quite ironic if, for example, Phoenix were able to afford a light rail extension while cutting back on light rail service at the same time. Or the worst case, opening a light rail extension and not being able to operate it at all.”


Golub points to studies that say you create more jobs by investing in current transit operations – not capitol projects.

But many mayors across the nation feel light rail and other mass transit is an investment in their future. They’re ready to take on those shovel ready projects now with the hope that it’ll kick start the economy now and by the time the routes are finished, we’ll be out of the recession.


For The Environment Report, I’m Rene Gutel.

Related Links

All Aboard for Amtrak?

  • The Akron multi-modal transportation center. It was built by the train tracks, but before it was completed, Amtrak pulled out of Akron. Now the only mode of transportation is the bus. (Photo by Julie Grant)

People who like the idea of passenger trains have been waiting for decades for the
federal government to get on board. Now, some think Congress might be ready to
get funding on track for Amtrak. Julie Grant reports:

Transcript

People who like the idea of passenger trains have been waiting for decades for the
federal government to get on board. Now, some think Congress might be ready to
get funding on track for Amtrak. Julie Grant reports:

A few years ago, I took the train from Akron, Ohio to visit my sister in Washington,
D.C. She still teases me about it. What would have taken less than 2 hours by
plane or 6 hours by car took 14 hours by train.

We got side-tracked a lot, waiting for freight trains to go by.

(sound of a train)

That passenger route I took has since been canceled. The trains that come through
now are only for freight.

Moving freight was the real reason most railroad companies started laying down
tracks in the 1800s.

Passenger trains were just a way of getting name recognition and brand loyalty with
the fat cats that owned the factories that needed to move freight. They were treated
well on the passenger trains, and everybody benefited from that great service.

By the 1920s, the government started investing a lot of money in highways.
The age of the auto moved ahead. Passenger trains became quaint.

Companies running trains started going bankrupt. By 1970, Congress voted to
create a national passenger rail line – Amtrak.

Ross Capon is president of the National Association of Rail Passengers. He was
already a leader in the passenger rail movement when the gas crisis in 1979 hit. He
thought gasoline shortages and high prices were going to give Amtrak the jump it
needed.

“When we had prominent cartoonists ridiculing the Carter administration for
discontinuing Amtrak trains, at the same time as gasoline was unavailable to many
people, I thought we were going to be in clover from then on. I was wrong.”

But when gas prices spiked last year, so did Amtrak ridership. Capon thinks, maybe
this time passenger rail will come into its own. Even though gas prices have
dropped, lots of people still want to ride the rails.

I’m visiting the brand new multi-modal transportation center in Akron. But so far, the
only mode of transportation is the bus.

Kirt Conrad is director of planning for the Metro Regional Transit Authority. He says
the center was built along the train tracks. But before it was even finished, Amtrak
pulled out of Akron.

Now if you want to go somewhere, you’ve got to take the bus. But over the past
year, Conrad says, the buses can barely keep up with all the new demand.

It’s like this in many cities across the country. People want to ride the rails – but
there’s no train.

In cities like Dallas and Phoenix, Conrad says trains have been successful.

“The ridership projections are surpassing what they had forecast. So i think the
experience is, you do build it and nationally they have come.”

Many states have been working with Amtrak to improve tracks. And, in some places,
trains go as fast as 120 miles an hour. Passenger rail supporters say for shorter
trips, say a couple of hundred miles or so, trains make a lot more sense than going
to the airport.

But analysts say if passenger rail is going to get on track it needs government
investment.

Conrad says passenger trains need better access to tracks – and better tracks – so
they can move past the slower freight trains.

But Ross Capon at the Rail Passenger Association says Congress is spending
almost all its transportation money on highways and airports.

“The federal government has, to put it crassly, bribed the states for years not to
spend money on rail. Look, we’ll give you 90% dollars on your highway projects,
80% dollars on your airport projects. But if you dare spend money on passenger
trains, youíre on your own buddy.”

But Capon thinks, maybe now, since Amtrak is more popular, Congress might be
ready to increase the amount of federal money it spends on passenger rail service.

Getting rail projects across the nation on the fast track.

For The Environment Report, I’m Julie Grant.

Related Links

Amtrak’s Popularity Climbing With Gas Prices

  • An Amtrak train, Pere Maquette, in St. Joseph Michigan (Photo courtesy of Amtrak)

More people are riding the nation’s
passenger train service, Amtrak. It’s to the
point that Amtrak doesn’t have enough train
cars in some areas and the trains are sold out.
Lester Graham reports Amtrak has some other
issues to deal with before it can get on the
right track:

Transcript

More people are riding the nation’s
passenger train service, Amtrak. It’s to the
point that Amtrak doesn’t have enough train
cars in some areas and the trains are sold out.
Lester Graham reports Amtrak has some other
issues to deal with before it can get on the
right track:

Amtrak is seeing more passengers. Amtrak spokesman Marc Magliari says on some of
its busier routes, ridership is up double-digits.

“We’re seeing increases of 20% with no additional capacity. Those are just people who
are taking the train who hadn’t taken it before or who had changed their travel plans to on
a day when the train isn’t sold out, because we have a lot of days now where the train is
selling out.”

That’s because the train is handy – especially on those shorter trips, such as New York
to Washington, Los Angeles to San Diego, or Detroit to Chicago.

Last year Amtrak had more than 26-million passengers. This year it looks like it’ll get
about 27-million. Now, to put that into perspective, 761 million people flew on an
airplane in the U.S. last year.

But, Magliari says most of Amtrak’s competition isn’t the airlines.

“Most of our competition is the automobile and we believe the largest single reason for
some of the increases we’ve had this year is people trying to avoid the higher cost of
driving their own cars and trucks.”

And Amtrak would love to buy some more trains to serve those passengers. But the
railways are already crowded. The same reason Amtrak is getting more passengers –
higher fuel prices – is also the reason a lot of freight is being switched from trucks to
trains.

Jonathan Levine is an Urban and Regional Planning expert at the University of
Michigan. He says, for much of the nation, more freight train traffic is causing Amtrak
some problems.

“The scheduled service is really quite good if and when the trains follow the schedules.
But, those of us who’ve taken those trips know that the probability of having a delay is
rather significant. And it happens because of congestion on the rail lines.”

Amtrak is supposed to get top priority on the railroad. But the freight railroads own a lot
of the tracks. The dispatchers work them. They control the switches. And in this day
of just-in-time deliveries, it’s hard for those railroads to side-track a freight train for
Amtrak to speed by.

Mark Magliari with Amtrak says they’re working on that problem.

“About 70% of our operations—that’s about everything outside the East Coast—is on
somebody else’s railroad. And we’ve seen progress in a lot of these relationships with
the host railroads, making improvements in how they handle us.”

And judging from the increase in ridership, train passengers don’t see it as any different
than an airplane being delayed. And at least it’s a comfortable seat with plenty of room
to walk around, unlike a crowded plane sitting on the tarmac.

Mark Westerfield uses Amtrak. He also works for one of those freight train companies.
We caught up with him at Union Station in Chicago. He thinks the problems can be
worked out for Amtrak, they need to be worked out.

“It needs to be expanded. It needs to be increased. And, I think, I’m very optimistic
about the fate of Amtrak with the price of fuel, the price of gasoline, the congestion at
airports, the security at airports, the fact that a lot of the traveling public is getting older,
as I am, and less willing to be cramped into MD-80s and aging 737’s. I think it’s got a
great future. I really do. It’s gonna require a lot of capital investment.”

Getting that capital investment means getting more support from Congress and state
legislatures. Some members of Congress make a lot of noise about funding Amtrak.
They make is sound as though it’s the only government supported transportation
system out there. The fact is, airports get tons of money from the government. With
rising fuel prices and more ridership on Amtrak, government money for the train might
get a little better traction with Congress in the future.

For The Environment Report, this is Lester Graham.

Related Links

Traffic Jam on the Tracks

  • This Canadian National train waits for a signal in South Holland, Illinois. South Holland, like Chicago itself, is criss-crossed with rail lines. South Holland would likely see fewer CN trains move through its town, should CN’s buyout of the EJ & E Railway get federal approval. (Photo by Shawn Allee)

American drivers hate getting stuck
in traffic jams. Well, they don’t get much
sympathy from railroads – they’ve got traffic
jams of their own. There’s one place in
particular where the train’s run so slow it
can take a day to move a train of chemicals,
furniture, and cars just a few miles. One
company tried to buy its way out of the problem.
Reporter Shawn Allee explains how that blew up
into a fight all of us might pay for:

Transcript

American drivers hate getting stuck
in traffic jams. Well, they don’t get much
sympathy from railroads – they’ve got traffic
jams of their own. There’s one place in
particular where the train’s run so slow it
can take a day to move a train of chemicals,
furniture, and cars just a few miles. One
company tried to buy its way out of the problem.
Reporter Shawn Allee explains how that blew up
into a fight all of us might pay for:

If you buy a new car or build a new house, there’s a good chance the stuff to build it
sat in a Chicago-area rail yard for a while. Railroads from the East Coast, the West
Coast, the South, and Canada all converge there. Trains in Chicago compete for
track, so they practically crawl.

Canadian National Railway doesn’t like it, and PR guy Jim Kvedaras, says no one in
America should like it either.

“Everything anybody eats, drinks, wears, lives in, moves by rail somewhere in its
production chain. If we, as the transportation provider, can offer a better service for
customers, the ultimate that contains their cost structure with the ultimate beneficiary
being the consumer.”

Kvedaras says Canadian National has a fix. It would buy a competing rail line that
runs a loop around Chicago. The company would shift trains to that less-congested
track.

The deal needs federal approval, but before that happens, Chicago-area towns are
fighting over it.

Those along the current route tell horror stories of living with too many
trains. Suburbs along the proposed by-pass route don’t want those hassles in their towns.

One place that would benefit by train traffic moving away is South Holland.

Mayor Don DeGraf says a quick car ride shows why he supports the deal.

“We’re approaching the intersection where it’s not at all unusual where we have a
train blockage.”
Shawn Allee: “Speaking of the devil, look right ahead.”

Mayor DeGraf: “It’s right up in front of us. It’s a daily occurrence.”

Allee: “I mean it’s not moving.”

Mayor DeGraf: “No, it’s just standing there. And the reason is very simple: there’s just no place for
these trains to go.”

DeGraf says inconvenience is the least of his worries.

“It becomes almost like the Bermuda Triangle, where you can’t go from one side of
town to the other side of town. So we rely on a neighboring community to give us
additional fire protection for situations like we’re experiencing right now, where a
train’s blocking the crossing.

South Holland is just one of sixty-six towns that could benefit from Canadian National’s buyout of
the by-pass route.

But dozens of towns are fighting the deal. One is Frankfort.

Frankfort gets just a trickle of rail traffic, but it might get four times as many trains
going through town.

Resident Ken Gillette’s backyard is right next to the by-pass route.

“Here I buy a house out here and ten months later, this is gonna go through. I
actually had told me wife, she wanted the house and I says, one day, those tracks
could be sold and there’d be hundreds of trains going by there every week and sure
enough that’s what happened.”

Allee: “Did you guys have some serious discussions after that?”

Gillette: “Oh yeah, not good ones, you know.”

Other Frankfort residents have similar stories. It’s little wonder the town wants the
government to stop Canadian National’s buyout deal.

Mayor Jim Holland says Frankfort’s not just being selfish. He says suburbs will want
protection from traffic hazards, and Canadian National’s offering to pay a fraction of
the cost.

“It’s assumed that the American taxpayer will eventually have to pay for the
overpasses, the extra gates and such that will be put on the railroad. And that’s
mostly United States tax dollars that pay for those.”

There’s no perfect ending to Chicago’s rail traffic mess. Even when companies like
Canadian National want to fix the problem themselves, everyone pays.

We’ll likely pay to soften the blow to towns that will see more trains passing through.
But we also pay higher transportation costs if too many trains sit idle.

For The Environment Report, I’m Shawn Allee.

Related Links

From Industrial Waste to Raw Materials

  • A Conesville, OH smokestack. The Cuyahoga Valley Initiative has found a way to turn potential pollutants into money. (Photo by Kenn Kiser)

The Rust Belt regions of the United States are looking at new ways to make industrial prosperity and environmental recovery work hand-in-hand. The Great Lakes Radio Consortium’s Shula Neuman reports on an effort that could be a model for industrial areas throughout the nation:

Transcript

The Rust Belt regions of the United States are looking at new ways to make industrial
prosperity and environmental recovery work hand-in-hand. The Great Lakes Radio
Consortium’s Shula Neuman reports on an effort that could be a model for industrial
areas throughout the nation:


(sound of birds)


This area of Cleveland near the Cuyahoga River is where John D. Rockefeller first set up
his Standard Oil empire. The Cuyahoga is infamous for being the river that caught fire in
1969 and it became a symbol of the nation’s pollution problem.


Cleveland businesses and industries still live with that legacy. But through a new effort
called the Cuyahoga Valley Initiative, they’re trying to overcome it – although on the
surface it doesn’t look like there’s much happening.
Today, smoke stacks from steel plants still tower above head … below, like a jumble of
twisted licorice sticks, railroad tracks run through the meadows alongside the Cuyahoga.
Silos and old brick buildings line the banks of the river.


For Paul Alsenas, it’s an amazing place — not so much for what it has now, but for what it
can become. Alsensas is the director of planning for Cuyahoga County, the lead
organizer of the Cuyahoga Valley Initiative. The idea of the initiative is not to abandon
industry, he says, but to incorporate environmental and social principals into industry,
which could attract new businesses.


One of the more progressive aspects of the Initiative is something called “industrial
symbiosis.” Alsenas says industrial symbiosis works like natural ecology…


“An ecology of industry where nutrients flow from one form of life to another and make
it tremendously efficient and so therefore we have a competitive advantage. The
Cuyahoga Valley Initiative is not just about sustainability; it’s also whole systems
thinking, it’s also competitive strategy.”


Here’s how it works: waste from one company—a chemical by-product perhaps—is
used by a neighboring company to create its product. And that company’s product is then
sold to another company within the valley—and so on.


Alsenas says it’s already started: some companies located in the Cuyahoga Valley have
been sniffing out opportunities for sharing resources before anyone heard of the
Cuyahoga Valley Initiative. Joe Turgeon, CEO and co-owner of Zaclon, a chemical
manufacturer in the valley, says the Initiative sped things up.


“We pull all the members together and say, ‘OK, this is what I’ve got, this is what you’ve
got; here are some of the materials I need, here are some of the assets I have.’ And an
asset can be anything from a truck scale to a rail siding to by-product energy to
chemicals.”


Zaclon and its neighbor General Environmental Management have already begun their
symbiotic relationship. GEM now buys a Zaclon by-product, sulfuric acid, and in turn
Zaclon purchases a GEM byproduct. GEM president Eric Loftquist says the benefits go
beyond simply saving his company money.


“You know, we do business all over the country… but when you look around you see that
for every dollar you keep in this county, that generates taxes, generates jobs and the
benefits just keep rolling down. So you always want to look within.”


Loftquist says the Cuyahoga Valley Initiative encourages that effort. He says it’s
remarkable that it’s all coming together at the right time and with the right stakeholders.
It brings businesses together with government and area non-profits—including some
environmental groups—in a way not thought possible by industry and environmentalists
in the past.


Catherine Greener is with the Rocky Mountain Institute, a non-profit think tank that
studied the Cuyahoga Valley and is helping to get the initiative off the ground. She says
this area of the river—known as the regenerative zone could put Cleveland on the world’s
radar as a new business model.


“Cleveland has been known for being one of the seats of the industrial revolution and
what we’re seeing is a new industrial model that can emerge. How can you create
manufacturing jobs, industry jobs without jeopardizing the health and welfare of all the
people involved and also, to overuse a word, to ‘green’ the area around it?”


Greener says industrial symbiosis is a workable, practical solution because it makes
business sense… not just environmental sense…


“Sometimes I think about it as finding money in your pocket after you’ve washed your
pants. It’s always a bonus and you’ve always had it. And the resources that you have
here you’re just reinvesting in them and finding them and looking at them differently.”


The participants agree that “industrial symbiosis” won’t solve all the waste problems, but
it’s one part of a movement that’s making industrial cities re-think their relationship with
business and the environment.


For the Great Lakes Radio Consortium, I’m Shula Neuman.

Related Links

A Legal Victory for ‘Rails to Trails’

  • Bicyclists enjoy Minnesota's Cannon Valley Trail. (Photo by Patricia Schmid, courtesy of the Rails-to-Trails Conservancy)

Private landowners say their rights are being trampled on by hikers when the state implements “Rails to Trails” programs. The landowners claim the property should be theirs now that the railroad is finished with the right-of-way. One state recently won the court’s approval to keep its trail intact, including pieces that cross through private property. The Great Lakes Radio Consortium’s Katherine Glover reports:

Transcript

Private landowners say their rights are being trampled on by hikers when the state
implements “Rails to Trails” programs. The landowners claim the property should be
theirs now that the railroad is finished with the right-of-way. One state recently won the
court’s approval to keep its trail intact, including pieces that cross through private
property. The Great Lakes Radio Consortium’s Katherine Glover reports:


Mike Sandberg doesn’t want a public trail going through his backyard.


“Every time anybody goes down it the dogs are barking and I didn’t move out in the
country to hear all the stuff going on with everybody’s, you know, it’s kind of a pain.”


Sandberg bought the land he lives on from his brother a couple years ago. One thing he
liked about the property was that it had a dirt trail running through it, and he thought he
could pave it and use it as a driveway.


The trail used to be a railroad bed. The railroad company laid the tracks in the 1890’s,
after getting the rights to go through hundreds of different properties. Usually they only
had an easement to use the property, but every deed was a little different. There was no
standardized legal form, and most of the deeds were written by hand.


Of course, over the next hundred years, people stopped using the train so much. In
Minnesota, the railroad company sold a lot of its land rights to the Department of Natural
Resources in 1991. Similar deals were passed all across the country, and many states, like
Minnesota, used this land to build public trails.


The path that passes through Sandberg’s property is one of these trails, the Paul Bunyan
Trail. It’s popular with bikers, dog-walkers, in-line skaters, and in the winter,
snowmobilers.


Terry McGawhee is Executive Director of the Paul Bunyan Trail
Association, and he’s constantly lobbying the state legislature to expand the trail or pave
parts of it that are still dirt.


“Not every community embraces the trail, but those that have, have seen significant
economic influence on their communities. And the majority of the people along the 100
miles of the trail are eager to see the trail development.”


The state had held off on further work on the trail because of a lawsuit filed by Sandberg’s
brother and several other landowners. Sandberg said the railroad company didn’t own the
trail on his property, so they couldn’t have sold it to the state.


“The abstract states clearly in layman’s terms it was an easement that the railroad had and
when they quit using it for railroad purposes it should go back to the landowner.”


That’s the reasoning Sandberg’s brother and other landowners used when they blockaded
parts of the trail back in 1998. The Minnesota Department of Natural Resources sued
them, and was initially successful. The landowners appealed, however, and the Appeals
Court overturned the decision. The state agency then appealed to the Minnesota Supreme
Court. On July 29th, the Court ruled in favor of the state trail.


Trail advocates across the country watched the case closely. Lawyers in trail land
disputes in every state could bring up this case as an example. For more than twenty
years, lawyers fighting for public trails have relied heavily on another case, also in
Minnesota. Dorian Grilley is the executive director of the Parks and Trails Council of
Minnesota. He says the Minnesota Supreme Court made the decision in 1983.


“In that case, the Minnesota Supreme Court decided that it was legal for that easement to
be transferred to a public agency for use as a trail because in the early 1900’s or late
1800’s, ‘railway purposes’ really meant public transportation, and that a trail qualified as
public transportation.”


In its recent decision, the court upheld the idea that a public trail serves the same kind of
purpose as a railway, moving people from place to place.


Now that the court has ruled in favor of the state, Mike Sandberg will be forced to
abandon plans to build a driveway along the old railroad bed. His brother is not sure
whether he’ll build his retirement home there as he’d planned, since bicyclists and hikers
will have access to the trail cutting across his property. But trail users can look forward to
seeing another section of the trail completed and paved.


For the Great Lakes Radio Consortium, I’m Katherine Glover.

Related Links

Higher Speed Train Gains Momentum

Another link in higher-speed rail in the Great Lakes region is in place. Railroad officials have begun testing passenger trains at speeds never before attempted. It’s part of an effort to establish Chicago as a hub for cities from Cleveland to Minneapolis. The Great Lakes Radio Consortium’s Willis Kern reports:

Transcript

Another link in higher-speed rail in the Great Lakes region is in place. Railroad officials
have begun testing passenger trains at speeds never before attempted. It’s part of an effort
to establish Chicago as a hub for cities from Cleveland to Minneapolis. The Great Lakes
Radio Consortium’s Willis Kern reports:


(nat sound train going through station)


A four-car Amtrak passenger train is rolling through the depot in downtown Normal,
Illinois.


(sound of train continues)


Usually, passenger trains stop to pick up passengers. But this one is chugging through,
picking up nothing but speed as it heads north toward Chicago, and eventually, a new land
speed record for passenger trains in Illinois. Never before has a train eclipsed the 110-
mile per hour mark, but that’s what this one is about to do during a five-mile stretch, as
another step toward implementing high speed rail in the Midwest.


(fade sound)


Before the train backs up from the Amtrak station in Normal and races forward, it sits
idling while engineers from the state bureau of railroads, Amtrak and Lockheed Martin test
new technology the train will use called Positive Train Control, which is a key component
of making the trains go faster. As it sits at the train station, Steve Gossard, the station’s
lead ticket agent, notes that the twin engines on this train look different than the ones
Amtrak usually push up and down the Chicago to St. Louis corridor.


“Well I guess its a little more streamlined, a more angular kind of thing, and its really
very plain. I guess the aerodynamics has something to do with the style.”


The ‘Bureau of Railroads’ is using two Amtrak engines that have been configured to
operate on what’s known as Class 6 tracks, or those that have been upgraded to support
speeds of 110 miles an hour.


“It’s a very sophisticated piece of equipment.”


Bureau chief John Schwalbach says the testing helps determine the difference between
traditional Class 4 tracks that have been upgraded and the new rails to be used for higher
speeds.


“Particularly the track guage. That is to say the distance between each of the rails.
That’s a key component and at Class 6, there are certain standards that are tighter
than a class four track. And you’re talking about measuring in the millimeter range
here, or even smaller than that.”


Which makes for a smooth ride for the faster trains. Schwalbach says the engines being
tested today are quite different than the one the state has been testing at the more
conventional speed of 79 miles per hour over the past few months, but it will be a couple
of years, at least, before new high speed diesel train sets are ordered. They will efficiently
get passengers up to speeds of 110 miles an hour. A year ago, state rail officials were
pointing to a December ’02 launch of high speed passenger service. Now, Schwalbach
says that’s not likely to happen until sometime in 2004, mainly because of federal red tape.


“From a regulatory perspective, after Lockheed Martin delivers their finished
product, it of course has to meet or exceed regulatory requirements put upon them by
the Federal Railroad Administration. We expect that process will take us through the
year 2003.”


“That may be accurate but it sounds like an awfully slow pace. I guess it assumes
little or no federal support.”


Ross Capon is the Executive Director of the National Association of Rail Passengers. He
talked to us on a cell phone as he rode an Amtrak passenger train from California to
Maryland. Capon says he’s disappointed in the Bush Administration’s attitude toward high-
speed rail. But, he’s confident things on the federal level will improve and states starving
for funding not only for high speed rail, but basic Amtrak service, will get much needed
help.


“The general public is way ahead of the politicians on this issue. That 9-11 has only
reinforced that, and that sooner or later, the administration is going to figure that out
and respond to it.”


(sound of trains)


Meanwhile, the Great Lakes states wait for the federal government to sort out Amtrak and
high speed rail service and it’s commitment to each. Michigan has been testing a stretch of
track between Detroit and Chicago for sometime. Now it’s Illinois’ turn to showcase the
baby steps they’re making in an attempt to get some kind of service up and running as soon
as possible.


For the Great Lakes Radio Consortium, I’m Willis Kern.