Tag: rail

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.

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The Cost of Ending Ocean Shipping on the Great Lakes

For years, many environmentalists have wanted to stop ocean-going ship traffic on the Great Lakes. That’s because vessels traveling from the ocean to the Lakes sometimes carry invasive species. But opponents call the industry a vital part of the economy. A new study paid for by the Joyce Foundation questions how vital that industry really is. The Great Lakes Radio Consortium’s Shawn Allee reports:

Transcript

For years, many environmentalists have wanted to stop ocean-going ship
traffic on the Great Lakes. That’s because vessels traveling from the
ocean to the Lakes sometimes carry invasive species, but opponents call
the industry a vital part of the economy. A new study paid for by the
Joyce Foundation questions how vital that industry really is. The Great
Lakes Radio Consortium’s Shawn Allee reports:


The study tackled this question:


How much would it hurt the economy if we end ocean shipping on the
Great Lakes?


The report suggests transportation prices would rise about fifty-five
million dollars per year.


Co-author James Roach says ending ocean ship traffic will cost money,
but keeping it could cost more.


“One has to look at that in terms of, for example, the costs of invasives.
You know, and if that’s 3, 4, or 5 hundred million dollars a year, then
policy makers are gonna have to take that into consideration.”


Independent transportation experts who’ve read the study question some
of its methodology.


For example, it assumes prices for alternatives, such as rail, would
remain constant, but some experts say it’s possible those costs would rise,
making the transition away from ocean shipping more expensive.


For the GLRC, I’m Shawn Allee.


“Host Tag: In the interest of full disclosure, the Joyce Foundation also
provides funding to the GLRC.”

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Suburb Sees the Light in Rail

  • The town of Elburn, IL is working to preserve their small town feel in the face of sprawling development headed their way. (Photo by Shawn Allee)

Rural towns on the edge of big cities often see encroaching suburban development as a threat to their way of life. One small town is feeling those pressures too. And it’s taking a page from its past to fight them. The Great Lakes Radio Consortium’s Shawn Allee has this report:

Transcript

Rural towns on the edge of big cities often see encroaching
suburban development as a threat to their way of life. One small town
is feeling those pressures too. And it’s taking a page from its past
to fight them. The Great Lakes Radio Consortium’s Shawn Allee
has this report:


Eric Gustaffson is a young guy who works at his family’s drug store. He says he plans to stick around because he likes his small town – Elburn, Illinois – just as it is. It’s still got a working grain elevator and animal feed stores. It also has a real town center, a strip of shops that people can walk to.


But like a lot of his neighbors, Eric’s bothered by some of the sprawling subdivisions that are popping up nearby. He doesn’t want to see that that kind of development come to Elburn. He says it would become a place where neighbors live too far apart and everyone has to drive to get anywhere. He does have hope, though.


“I really think that the plan that Elburn has set in place will work a lot better and will control how things grow a little bit more instead of just things from popping up in random places.”


So, what’s the plan? Well, it turns out Elburn’s looking to its past for help. Residents used to catch passenger trains here for day trips to Chicago. The passenger service died out decades ago, but now Elburn’s bringing in a new train station. It will be part of the region’s Metra commuter rail system.


By next year, commuters will be able to avoid the congested roads that lead to Chicago, but the town also wants the station to be the center of a new neighborhood, a cluster of new shops, smaller homes, and even apartments.


The idea’s to get people to walk to stores and the train instead of driving to them, all of which is very different from what’s happening in nearby subdivisions. Those are pretty much isolated tracts of big houses and little else.


There is some danger in Elburn’s plan, though. The proposed development could double the population, and the train station will attract extra car traffic to its parking lot. During our drive to the construction site, I ask the mayor, Jim Willey, whether this plan might kill the town while trying to save it.


“I get the impression sometimes people wish that we had some secret sauce we could spray on the town and keep it just the way it is. It’s sad, but you can’t do that and change happens, and we have to deal with it.”


(Sound of heavy machinery)


At the site, construction machines pack down a couple of acres of dirt. It took a decade, a lot of political will, and a hundred and forty million dollars to start the project. But Jim says that was the easy part.


It will be harder to resist the temptation to stray from the plan, and build only big, single family homes here. He says a compact mix of stores and housing will be good for the region, not just Elburn. If there’s enough housing here, maybe there’ll be less pressure to build houses on the nearby farms.


“You can’t go anywhere in the world and find finer farmland than where we’re at right now. So the least that we can do is, when we’re going to convert this to housing, is let’s think about what we’re doing, let’s try to make some intelligent decisions.”


There are towns that look like Elburn’s vision of the future. Last century, commuter towns with compact development sprung up along the country’s commuter rail lines. But they all got their start in the days before interstate highways and long car commutes. So, is it possible to mimic those towns now, in the post-automobile age?


Well, I put that question to Dave Schulz. He’s with the Infrastructure Technology Institute, a federally-funded transportation research group. He says it’s hard to keep projects like Elburn’s on track; homes are clustered close to shops, what planners call high-density. He cites Glenview, another Illinois town with a commuter rail station.


“Basically, a number of members of the Glenview board who were voted out of office for approving a townhome development that was judged, apparently, by voters to be too high density near the train station. I think we have a situation where people in the suburbs fear density.”


Schulz says it’s hard to change that attitude. But to fend off the sprawl of suburban development, towns like Elburn need to stay the course. Otherwise…


“If all you’re gonna do is build a bunch of stations in the middle of the cornfields with giant parking lots to allow people to drive to the station from wherever they choose to live, I think a fairly strong argument can be made that you’re not fighting sprawl, but you’re in fact facilitating sprawl.”


Dave Schulz says places like Elburn could be onto something. Maybe its plan for compact development will attract people looking for something different from typical suburban homes. If Elburn can keep its small-town feel, maybe newcomers won’t mind giving up their spacious yards and extra cars.


For the GLRC, I’m Shawn Allee.

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Land Swap: Steel Mill Jobs for Forests?

  • The expansion of an existing steel mill could mean more jobs but less forest. (Photo courtesy of AmericasLibrary.gov)

Everybody has different ideas about how land ought to be used. Lately, the fight’s been about whether to allow expanding retail development on farmland. But a different fight’s going on right now, too. It’s a fight between two long-time rivals – heavy industry and open space. It’s also about jobs and preservation. The Great Lakes Radio Consortium’s Shawn Allee has this report:

Transcript

Everybody has different ideas about how land ought
to be used. Lately, the fight’s been about whether to allow
expanding retail development on farmland. But a different
fight’s going on right now, too. It’s a fight between two
long-time rivals – heavy industry and open space. It’s also
about jobs and preservation. The Great Lakes Radio Consortium’s
Shawn Allee has this report:


(Sound of train)


The town of Riverdale’s a kind of industrial crossroads. It’s near a Great Lakes port, heavy trucks lumber through its streets, and in some areas, rail crossings are as common as stop signs. At one time, this village just south of Chicago was known for more than just moving industrial goods – thosands of workers used to make things here, especially steel.


(Sound of birds)


Today, there are only a few hundred steel jobs left in Riverdale. Most are at one plant that sits near a stretch of Cook County Forest Preserve, a place called Whistler Woods. The remaining steel mill wants to expand. It wants to swap twenty one acres of Whistler Woods for thirty one acres of its own wooded land. Supporters hope the move will bring jobs to the town.


Jim Bush grew up in the area and is with the region’s chamber of commerce. He supports the deal, saying the area is fighting for its economic future.


“So you can see, it’s pretty hard to keep your schools up to standards and all your city services when you’re faced with a declining tax base.”


Bush says this is urgent. The Riverdale plant was recently bought out by Mittal Steel, the world’s largest steel company. Bush says to keep the mill attractive to the new owners, the county needs to make the company happy now.


“Mittal USA has plants all around the world. If they don’t do this expansion here, they’re talking about taking it to Ohio. We can’t let other states take business away from Illinois without doing something.”


Besides, he says, critics of the land swap should just do the math.


“Thirty-one acres for twenty-one acres. Sounds like a no-brainer to the business community.”


But not everyone’s buying into that calculation. To understand why, I meet with Benjamin Cox. He’s with Friends of the Forest Preserves, an advocacy group. Cox and I are traveling along the bike path leading to the field the company wants to acquire.


“As you’re walking along here, you can hear many, many birds. We just saw some deer. There are wonderful native plants here.”


Cox says the forest preserve district could use an extra ten acres, but the company’s offering land that’s half a mile away and across a river. Cox says that land won’t help these woods. He also doesn’t have much faith in the company’s new owners.


“The part of this that nobody’s talked about yet is that they have not committed to actually bring these jobs here or do this project.”


The company confirms this, saying it can’t make promises about jobs even if it could expand the plant. Cox adds the proposal flies in the face of Forest Preserves history. During the past ninety years, it’s only sold or traded land a handful of times and the last time it did, it go burned. A few years ago, it let go of two acres so Rosemont, a Chicago suburb, could build a casino parking lot. The parking lot got built, but the casino project never got started.


Now Cox fears if this deal goes through, it’ll be open season on Forest Preserve land.


“As soon as you start nibbling away at the corners, a little acre here, a little acre there, twenty acres here. All of a sudden, it’s ‘You did it for them, you should do it for me.'”


The plan’s supporters say they don’t want to sell off the preserves, they just want a little flexibility.


Cook County Commissioner Deborah Sims represents Riverdale and surrounding communities. She says opponents are typically from more affluent parts of the county, places that have an easy time attracting new businesses. There, she says,


“All you have to do is build a few houses and everybody will come. We don’t have that luxury. So, any economic development we have, we can’t afford to lose.”


So the land swap seems a small price to pay for a little economic security.


A tall chain-link fence separates the woods from the Riverdale steel plant. Despite the division, both parcels of land have something in common – their boosters are motivated by fear.


The area’s steel industry is, in many ways, a diminishing, precious resource. The Cook County Forest Preserve District also faces a crossroads, but a more political one. It holds tens of thousands of acres of open land, but it’s not clear whether it can always fend off demands made by a land-hungry economy.


For the GLRC, I’m Shawn Allee.

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White House Zeroes Out Amtrak, but States Don’t

  • States are trying to support Amtrak by approving funding for existing service routes. (Photo courtesy of Wisconsin DOT)

States in the Midwest are considering funding supplemental Amtrak routes… even though President Bush has zeroed out the Amtrak budget. The Great Lakes Radio Consortium’s Lester Graham reports:

Transcript

States in the Midwest are considering funding supplemental Amtrak routes… even though President Bush has zeroed out the Amtrak budget. The Great Lakes Radio Consortium’s Lester Graham reports:


About a dozen states contract with Amtrak to provide passenger rail service routes in addition to the national rail network. Some state legislatures have already approved funding the routes for next year. Marc Magliari is a spokesperson for Amtrak. He says several states are looking at the issue right now.


“The legislatures in Illinois, Michigan, and Wisconsin are still at work on their questions.”


But Amtrak doesn’t really know if it will be around next year. The Bush administration did not put any money in the budget for Amtrak. The White House zeroed out the passenger rail service.


“Zero dollars equals zero trains.”


That means even if the states pay for supplemental service… there might be no trains because all of Amtrak would be eliminated. Neo-conservatives in the Bush administration feel the government should not be subsidizing passenger rail service and are pushing Congress to eliminate the funding.


For the GLRC, this is Lester Graham.

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Greenways to Garner Green for City?

  • Proposals to build greenways in Detroit are raising interest, hopes, and concerns. (Photo by Val Head)

Many cities looking to revitalize their urban centers
have turned to greenways to spur economic development. Greenways are pedestrian or bike paths that typically run between parks, museums, or shopping districts. The Great Lakes Radio Consortium’s Sarah Hulett reports on hopes that greenways will breathe new life into one of America’s most blighted urban landscapes:

Transcript

Many cities looking to reviatlize their urban centers have turned to greenways to spur economic development. Greenways are pedestrian or bike paths that typically run between parks, museums, or shopping districts. The Great Lakes Radio Consortium’s Sarah Hulett reports on hopes that greenways will breathe new life into one of America’s most blighted urban landscapes:


This abandoned rail line twenty-five feet below street level might not be many peoples’ first choice for a walk or a bike ride. But Tom Woiwode thinks soon it might be. Woiwode is the director of the GreenWays Initiative for all of Southeast Michigan. When he takes a look down this former Grand Trunk Western Rairoad line in Detroit, he doesn’t see the fast food wrappers, tires, and crashed and rusting shopping carts. He sees trees and grass and benches. And more importantly, he sees people, and places for people to spend their money.


“So maybe a bike repair shop, restaurants, some opportunities for music venues and those sorts of things, so people can ride their bike on down to the riverfront and along the way either stay here for lunch, or along the way stop and rest and enjoy the ambiance, or take their food and go on down to the riverfront where they can enjoy the extraordinary natural resources of the river as well.”


We’re standing near the city’s sprawling open-air produce market. It’s one of the most popular draws for people from inside and outside the city limits. When it’s complete, the greenway will link the market to Detroit’s greatest natural asset: the Detroit River. Greenways are a new redevelopment concept in Detroit. But elsewhere, Woiwode says, they’ve proven a well-tested urban redevelopment tool.


“In fact, back in the late 90’s, the mayors of Pittsburgh and Denver – two municipalities that are roughly similar in size to Detroit – both characterized their greenways programs as the most important economic development programs they had within the city.”


Minneapolis is another city that’s had success with greenways. In fact, backers of the greenway plan in downtown Detroit say they were inspired by a similar project there. Last month, Minneapolis completed the second phase of what will eventually be a five-mile greenway along an abandoned rail line much like the one in Detroit. It’s called the Midtown Greenway. And it’ll eventually link the Chain of Lakes to the Mississippi River thruogh neighborhoods on the city’s south side.


Eric Hart is a Minneapolis Midtown Greenway Coalition board member. He says even the greenway’s most avid supporters joked that people might continue to use it as a dumping ground for abandoned shopping carts like they did when it was just a trench.


“Since then, since it was done in 2000, there’s been a lot of interest in the development community to put high-density residential structures right along the edge of the greenway. And it’s viewed more like a park now.”


Since the first phase was completed in 2000, one affordable housing development and a 72-unit market-rate loft project have been completed. And five more housing developments – mostly condos – are in the planning stages. Hart says people use the greenway for recreation and for commuting by bicycle to their jobs.


Colin Hubbell is a developer in Detroit. He says he’s all for greenways, as long as they’re not competing for dollars with more pressing needs in a city like Detroit: good schools, for example. Or safe neighborhoods. Hubbell says the question needs to be asked: If you build it, will they come?


“I’m not sure. I’m not sure, if, given the perception problem that we have as a city, how many people on bikes are going to go down in an old railroad right away, I’m not sure even if that’s the right thing to do, given the fact that – I mean, we have a street system. And just because there’s a greenway doesn’t mean if somebody’s on Rollerblades or a bicycle that they’re not going to stay on a greenway.”


Hubbell says Detroit already has a lot of streets and not much traffic – leaving plenty of room for bicyclists. Hubbell says it might be cheaper to paint some bike lanes, and put up signs. But he says connecting the city’s cultural and educational institutions, the river, and commercial districts with greenways is a good idea – as long as they’re running through areas where people will use them.


Kelli Kavanaugh says that’s exactly what’s happening with greenway plans in the city. Kavanaugh is with the Greater Corktown Economic Development Corporation in southwest Detroit.


“You can’t just stick a greenway in the middle of a barren, abandoned neighborhood and expect use. But when you put one into a growing neighborhood, a stabilizing neighborhood, it really works as another piece of the quality of life puzzle to kind of support existing residents, but also attract new residents to the area. It’s another amenity.”


Greenway backers say for a city struggling just to maintain its population, Detroit can only benefit from safe, pleasant places to walk and bike. And if other cities are any indication, they say greenways should also help bring another kind of green into Detroit.


For the Great Lakes Radio Consortium, I’m Sarah Hulett.

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Homeland Security to Remove Hazmat Placards?

Officials at the Department of Homeland Security are considering removing hazardous material placards from freight trains. They say doing so will help protect people from terrorists. The Great Lakes Radio Consortium’s Mark Brush has more:

Transcript

Officials at the Department of Homeland Security are considering removing
hazardous material placards from freight trains. They say doing so would help
protect people from terrorists. The Great Lakes Radio Consortium’s Mark Brush has more:


Because of the September 11th terrorist attacks, officials see the potential for a
lot of things to be used as weapons. One of their latest fears is that shipments of
hazardous materials could be used by terrorists. In order to protect people from this
threat, the Department of Homeland Security says it might require the removal of the
diamond shaped placards from rail cars. Emergency workers use the placards to quickly
identify a hazard after an accident.


Richard Powell is the Executive Director of the Michigan Association of Fire Chiefs.
He says while the Department of Homeland Security is well-intentioned, removal of the
placards would put more people at risk:


“We need to protect our citizens. We need to keep that system in place. If we don’t know something is there, our people could not evacuate perhaps, as quick as we normally would.”


Homeland Security officials say they’ll consider other options that would help disguise the rail cars, but would still allow emergency workers to know what’s inside.


For the Great Lakes Radio Consortium, I’m Mark Brush.

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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.

The Midwest Moves on High Speed Rail

Nine states in the Midwest want high-speed passenger rail. They might getit… but they’ll have to pay for most of it themselves. The Great LakesRadio Consortium’s Lester Graham reports… it’s not likely much help willbe coming from Congress:

Grade Crossings a Problem for High Speed Rail?

While investigators are trying to figure out what led to an Amtrak
passenger train’s collision with a tractor-trailer truck in Illinois…
some proponents of faster trains say accidents like that one could be
avoided with upgraded service. The Great Lakes Radio Consortium’s
Lester Graham reports…high-speed rail supporters say faster trains would
mean safer tracks: