The Recreational Trail Advocates (RTA) are continuing to pester lawmakers to override federal railroad policy for the sake of their coveted exercise path. RTA president George Burrier recently sent out this missive (links added):
Dear RTA members, Members of Peoria City Council and Members of the Village of Peoria Heights Council and others:
Attached you will be receiving an e-mail of six documents: Cover letter from the Friends of the Rock Island Trail, Inc., frequently asked questions regarding the Kellar Branch, Kellar Branch Fact Sheet, Support Post Card, and a map of the affected area where the Kellar Branch trail will connect up with the Rock Island Trail State Park and the Morton and East Peoria Trails. This same information is being sent to homeowners living along the Kellar Branch in order to apprise them of what is taking place in the event they have not been following newspaper articles or media releases. If you have any questions please feel free to contact myself or other RTA members.
Also attached is a Resolution Pertaining to the Kellar Branch Rail Line that will be presented to the City of Peoria Council and the Village of Peoria Heights Trustees for their approval which will then be forwarded to Senator Richard Durbin.
Here’s the text of the proposed resolution:
RESOLUTION PERTAINING TO KELLAR BRANCH RAIL LINE
WHEREAS, the Kellar Branch Rail Freight Line is an eight mile rail spur running from the edge of Peoria’s Downtown north to Pioneer Parkway, with connections to the trail head of the Rock Island Trail State Park; built on vacated rail right-of-way, the Rock Island Trail runs twenty seven miles north from Alta to Toulon, Illinois; and
WHEREAS, the proposed Kellar Trail provides the final 5 mile critical link to the over 70 mile regional trail system of Central Illinois connecting the Rock Island State Trail (and the communities of Alta, Dunlap, Princeville, Wyoming and Toulon) to communities such as Peoria, Peoria Heights, East Peoria, Morton, and Washington; and
WHEREAS, the eight miles of the Kellar spur runs through what has now become the central part of the City of Peoria and Village of Peoria Heights; 93% of the adjacent right-of-way is zoned residential; and
WHEREAS, there has been little or no rail business on the line for almost ten years; the one remaining user in Pioneer Park was receiving about one rail car per week; in the last two years – none; and
WHEREAS, two years ago the City of Peoria, with Federal grant monies, and local share, built a $2.3 million direct western rail connection to Pioneer Park, as a replacement and upgrade for the eastern Kellar Branch, and to possibly attract more rail users to Pioneer Park; none came forward; and
WHEREAS, the Peoria Park District has received over $4 million in grant money from the federal government and state government for the construction of the proposed Kellar Trail and has completed design work as well as construction of connections to the proposed trail; and proposals to place the trail adjacent to the rail (shared right-of-way) have been analyzed and proven unfeasible due to the extreme costs of overcoming the topographic and drainage challenges as well as safety concerns of rail cars moving in close proximity to trail users; and
WHEREAS, the rail companies continue to occupy and claim rights to the Kellar line – land owned by the City of Peoria and Village of Peoria Heights – without paying rent and without an operating agreement with either governmental unit; the Surface Transportation Board (STB), in its own rulings, has held that municipalities are entitled to a fair rent for the use of municipal property by rail companies; and
WHEREAS, the Kellar Trail enjoys wide support in the community; the trail has been endorsed by the Peoria Park District, Peoria County Board, the Peoria City Council, the Peoria Heights Village Board, the Peoria Heights Library Board and Tri-County Planning Commission; therefore, be it
RESOLVED, by the City Council of the City of Peoria, Illinois, that we have determined that the best use of the Kellar Branch Railroad property for all citizens and visitors to our community is to convert the railroad to a multi- use recreational trail system, providing potential connections to hundreds of miles of other trails throughout Illinois; and urge the STB to make a decision soon to allow our community to proceed with the development of a multi-use recreational trail on property that we own; and be it further
RESOLVED, that the Peoria City Council ask Senators Richard Durbin and Barack Obama and all members of Congress from Illinois and all other elected officials throughout Central Illinois to support us in this matter.
If you’ve read any of my 115 previous posts on this issue, you can probably pick out the misleading statements and outright errors in this resolution (as well as the accompanying material). I’ll focus on this one for the time being: “…and urge the STB to make a decision soon to allow our community to proceed with the development of a multi-use recreational trail on property that we own….”
One, the STB doesn’t care who owns it. It cares about the shippers on the line. Two, there’s no request currently before the STB to discontinue service on the line, so there’s no “decision” pending on that matter. There is the pending issue of whether Central Illinois Railroad or Pioneer Industrial Railway will operate the line, but that’s it. The RTA continues to show either actual or feigned ignorance of this fact in order to whip their minions into mass hysteria.
This resolution is meaningless.
Amen CJ.
“There has been little to no rail business on the line for almost 10 years. The one remaining user in Pioneer Park was receiving about 1 rail car per week; in the last 2 years – none.”
This from a FACT sheet?
The first sentence is an outright lie! Pioneer did some 300+ annual carloads of business on the line in the late 1990’s/early 2000’s – mostly at Pioneer Park. That’s good business for a shortline, and there could have been more were it not for the threat of closure.
The second sentence is also a lie; Carver Lumber tested the “western connection” for about six months in 2006 – one, not two, year(s) ago – in which it proved a failure.
Admittedly, I’m tiring of this issue, but I’m more tired of trail proponents using sloppy logic and lies to make their case!
I suppose that’s part of their plan — to just wear everyone out. That, coupled with their “big lie” strategy, and they’ve got… something.
I too am tiring of this topic, which is why I didn’t do a line-by-line analysis of any of their “new” materials. It’s the same old tripe. As Herman’s Hermits would say, “Second verse, same as the first!”
So if they correct it to say “…for almost 8 years….in the last year – none.” does it pass muster?
While I admire your tenacity and obviously strong opinions on this matter, there does not seem to be a business case for maintaining this rail to serve “potential users”.
Rails to trails is a growing national trend in many areas and greatly adds to the recreational opportunities of a community. Communities in many states have developed these extensive networks of interconnected trails to provide an alternative to walkers/bikers/etc from using roadways not designed for them. While not every line should be converted to a trail, selective conversion is a much better use than requiring a line to be maintained on lifesupport while there is a trace of a brainwave….and that’s all there is here.
Having said all this (and to deter being labeled as a rabid trail supporter), let me finish with this. If it must stay as a rail, the governments should dump the line to a willing private buyer. The buyer should be required to not only upgrade (at its own expense) the rail to meet appropriate safety standards but should be required to post a long-term performance bond that will cover the cost of maintaining the rail when the inevitable happens and the economic situation proves that the volume of traffic is insufficient to make operation profitable.
Show me this mass national trend of shutting down operating rail lines to convert them to trails.
Also, since we’re personifying the Kellar Branch (“maintained on lifesupport [sic] while there is a trace of a brainwave”), then let’s be clear that its fragile state is not due to natural causes, but rather attempted murder.
PEO PROUD: “So if they correct it to say ‘…for almost 8 years….in the last year – none.’ does it pass muster?”
Actually, it would be more accurate to say that this line had been in almost continuous operation from 1984 to 2005, handling some 200 to 500 carloads annually for most of that time. (Only the eviction of Pioneer brought an end to full use of the line.)
PEO PROUD: “While I admire your tenacity and obviously strong opinions on this matter, there does not seem to be a business case for maintaining this rail to serve ‘potential users’.”
Carver Lumber and 50 to 60 carloads per year is enough business case to resume service. They are not “potential.” Any storage car contracts or possible use by Globe Energy is icing on the cake.
As for your last paragraph, if the line is forceably sold to a private railroad, then that is it – they have no obligation to report on its success or failure.
CJ…..if we define “operating” loosely – yes the Kellar is “operating”. I’ll share some info on areas that have taken a progressive approach to placing non-utilized rails into a higher use for the citizenry. If we never look at alternatives to the current situation because “someone” (even if only 1) is using a service we’ll be in bad shape. Under that scenario, my grandma would have kept Bell Telephone from every dropping rotary service. I’ll leave it those wiser than me to determine whether it should be characterized as “attempted murder”, “euthanasia”, “mercy killing” or some other tagline.
David: You can play stats as good as the trail advocates. 🙂
If true that the City can’t place any conditions on the sale of the line to a new owner to require a certain maintanance level, then I’m more inclined to say don’t sell, charge users fees at a level sufficient to cover ALL operating costs, and see if they still like their rail service. My guess is truckign would become much more palatable without the government subsidy. Although my other personality would still like to see it sold (if it isn’t converted to a trail) so that my local government is not in that business and to see the private company take the full risk of operating that line for the limited customer base. As I recall someone indicating before, one of the operators was willing to put several hundred thousand dollars into rehabbing the line. For sake of arguement, let’s say it’s $200,000. If it costs that much, the charge (using your estimate that 50 cars is sufficient to make money) would have to be $400 PER CAR to cover the initial investment over a ten year amortization. That doesn’t include actual operating costs, annual maintenance, etc. It doesn’t seem like a wise business decision to me.
Guys….certain parties have sought to legally strangle the Kellar for years. Now they seek victory based on a self fulfilling prophesy??? Horsecrap!
Peo Proud: “David: You can play stats as good as the trail advocates.”
At least mine are correct 🙂
As for your last paragraph, you’re making a lot of false assumptions, I’m afraid. Within Peoria’s city limits are the following active rail users located on privately-owned, operated and maintained railroads:
ADM
ADM/Growmark
Allied Iron & Steel
American Allied Freight Car*
Behr Peoria
Caterpillar (rubber plant)
Komatsu America Int’l
LS Lumber*
Peoria Barge Terminal*
Peoria River Terminal
PMP Fermentation.
*A few of these generate smaller rail volume than those on the Kellar Branch.
I hope you understand what I’m getting at. Admittedly, I tend to be wordy, but since you’re implying that if rail users on the Kellar “had to pay the full cost of operation” then there would be no demand for rail service, I need to correct you. Many of your assertions are based on this false premise.
You see, those on private railroads, even the small ones, are not getting any subsidies from taxpayers, yet rail is economical for them and use it for much of, or most of their shipments. One, PMP Fermentation, decided to convert to rail after 22 years. American Allied Freight Car moved from East Peoria in 1991. Peoria River Terminal had a rail siding installed in 2003. LS Lumber began getting railcars at its former Lauterbach Lumber rail-to-truck transfer platform last year after disuse for a few years. Unfortunately, one, Amerhart Ltd., decided to move to Pekin rather than stay in Peoria. Peoria simply didn’t have room for them except somewhere along the Kellar Branch or Growth Cell Two.
Users on the Kellar Branch were not, I repeat NOT, getting any taxpayer-subsidized lower rates. In fact, low freight volume has led to high rail rates charged by the Kellar Branch’s shortline operator, likely far higher than if it were in the private sector.
Also, PIRY would not charge Carver Lumber an extra $400 per car for ten years to recoup their investment. O’Brien Steel Service generates profitable revenue, the ready mix plant could generate several hundred carloads annually and storage car contracts will help as well. Globe Energy could bring some more traffic in the near future.
Aggressive marketing by the railroad and cooperation from the City can bring industrial development to Growth Cell Two, and additional traffic. The profits from carloads would eventually recoup PIRY’s investment, however, CIRY is likely to remain operator now that they intend to use the entire line. If a deal cannot be worked out with the City, the STB will impose its own, which will likely be more favorable to the railroad.
“…my grandma would have kept Bell Telephone from every dropping rotary service…”
Bell never dropped rotary service. In fact, you can still pulse dial today from a land line. So, poor analogy, although I got your point regardless.
David has adequately answered the rest of your statement, so I’ll just say “ditto” to his comment.
The bottom line is this: the resolution is only “worthless” if it doesn’t lead to a true resolution of the rail line.
No matter what spin David and C.J. give to it, the Kellar Branch is a joke. Nothing has run on it for nearly three years. For all intent and purpose, it has truly been abandoned. Carver Lumber is able to get what it needs in other modes of delivery.
Now, if this rail TRULY was going to bring good paying manufacturing jobs, then it’s a whole new ballgame. At this time, it has not. You can throw out all of the Global stuff you wanna, all of the “it’ll be a gold mine someday,”… someday, someday, someday.
Peoria is only a shadow of what it used to be. This rail line is not going to make any manufacturing job difference likely EVER. Passenger rail? Peoria Heights threw that bone out, and NO ONE of any weight or importance stepped forward in favor of it. Hell, at the public meeting the Heights had, not even C.J. stood up to say what a grand idea it was.
At some point, the rail blasters need to hang it up. This line has been a rail joke since Pabst closed. You’re holding on to pipe dreams without any pipes. The longer it goes, the clearer it is. The only public use it has is as a trail. “Aggressive Marketing” will not work for the rail line when there is no one interested in what it’s marketing.
Walk the line… like I have, and you’ll see that it truly is abandoned. CIRY can cut all the weeds it wants to… in the end, there will be no new good paying jobs… only graffiti laden rail cars carrying some 2 x 8s.
Prego,
A train hasn’t run the length of the line in just over two years (August 2005), and the resumption of service is at hand.
If the issue is resolved in favor of the Kellar Branch, uncertainty over the line’s future is lifted. Until then, saying that, “’Aggressive Marketing’ will not work for the rail line when there is no one interested in what it’s marketing” is uninformed,, especially in light of CIRY’s change of heart (I’m sure many folks felt the same way just before the City bought it in 1984).
There are plenty of examples of private- and municipality-owned shortlines used successfully to attract good-paying jobs. I’m sure Peru, Illinois is thankful that they have James Hardie. I’m sure Pekin is thankful they have Hanna Steel and Amerhart at their Riverway Business Park. Finally, Rochelle recognizes that Total Logistics Control, Americold, Edward Hines Lumber, Boise Cascade, Wausau Supply, Clark Steel Framing Systems and Illinois River Energy and the hundreds of good-paying jobs they’ve created wouldn’t have happened were it not for their railroad (which was built new in the late 1980’s).
Peoria, on the other hand, would rather a few hundred minimum-wage jobs peddling ice cream and soft drinks to the few trail users that would bother to stop by. “Clean industry” yes; economic engine, no.
Thank goodness “prego man” isn’t in Peoria’s economic development department. What a sad portrait he paints of our once glorious metropolis. I weep for thee, O city of my birth, a mere “shadow of what [ye] used to be.”
Peoria’s new logo: a tumbleweed.
As always, it’s been a fun discussion with you both on this issue. David – sometime I need to get together with you for lunch (or maybe for a softdrink and ice cream cone as we stop our biking excursion to chat 🙂 ) …I think I’d like to discuss some details in more depth than can occur here. While I know I have no hope of converting you to the possibility that the rail can be beneficial to Peoria, I also hope that you also see that the rosy view of the rail is often based up the same type of assumptions that you point out as inappropriate on the other side.
“…more depth than can occur here…”
Hey, that’s not very nice.
“While I know I have no hope of converting you to the possibility that the rail can be beneficial to Peoria…”
Are you talking to David or prego man?
Could it be a yellow and black tumbleweed?
CJ…sorry didn’t mean to imply anything about your blog….it’s very detailed and covers items in depth..but the discussion I’d like to have would probably bore your readers (if they aren’t already tired of this issue) and not add much to the discussion online.
Last item should have read “…that the trail can be ….” – that’s what i get for commenting late at night.
If that rail is covered over by a trail, we are going to be kicking ourselves in 15-20 years. I live out in the north end and work downtown. I could use this proposed trail to bike to work, but I won’t. I’m lazy and don’t want to change into dress clothes at work. Now if I could hook my bike into some sort of contraption that would pull me along non stop and it had some sort of climate controlled bubble around it, I’m in. I think they call those things trains.
Champaign-Urbana’s mass transit district has been pushing for light rail. Here is a link to a presentation they gave a few years back. I should point out CUMTD does suffer from a similar case of “empire building/there is no end to the money the taxpayers should give us” mentality as the Peoria Park District. I am not really sure it is the best option for CU, but we already have a rail line. They would be starting from scratch.
http://tinyurl.com/yvenc8
BeanCounter, I’m sure the same “kicking ourselves in the derriers” attitude was around back in ’84. Twenty three years later, there’s nothing but weeds and junk along a virtually abandoned rail line. Should we wait another 23 years? Fifty? Two hundred? I was still waiting to hit the Lotto when I realized I was wasting money about 10 years ago. So I quit playing.
At some point, we have to realize that the “Lotto” that C.J. and David see is nothing but a gold and black tumbleweed… rolling merrily down the line… getting caught up in other weeds now and then, but the wind always blows. When that gold and black tumbleweed finally blows off onto Knoxville, another takes its place. And C.J. and David still suffer from mirages that the gold and black tumbleweed is a solid gold rail spike, just waiting for a Laborers local member to pound into the ground, at $25.75/hr. Instead, it’s a Carver Lumber grunt, working his arse off at $12.00/hr., and not losing his job because the rail ain’t running.
Because, you see, the lumber gets there one way or another.
Peo Proud,
You can give me your email address by including it in a comment on my blog. I only I can see your email.
WHEN will the City STOP wasting time and taxpayers’ money on this and tell these nuts to GO AWAY????
Prego wrote: “I’m sure the same “kicking ourselves in the derriers” attitude was around back in ‘84. Twenty three years later, there’s nothing but weeds and junk along a virtually abandoned rail line. Should we wait another 23 years? Fifty? Two hundred? I was still waiting to hit the Lotto when I realized I was wasting money about 10 years ago. So I quit playing.”
My reasons for preserving the Kellar Branch are for rail freight service, not for public transit. Besides, back in ’84, we had cheap gas (and it would get much cheaper in two years).
“WHEN will the City STOP wasting time and taxpayers’ money on this and tell these nuts to GO AWAY????”
Mouse,
But wouldn’t that be like telling themselves to go away? 🙂
David, I believe that Mouse was referring to you and C.J.
Right?
I get that the rail is needed more for freight, but the opposition has made it clear that they just don’t care about that. The feeling that I get from them is that freight trains aren’t sexy enough. I’m just pointing out that right now light rail is hot (all the cool kids are talking about it) and destruction of urban infrastructure for recreational purposes is sooo 1990’s. Taking out the rails even prevents Peoria from being its customary decade late to the party.
No Prego, Mouse is on the right side.
“My guess is truckign would become much more palatable without the government subsidy.”
From everything I’ve read, trucking is becoming less and less palatable, especially for full-load and multi-load B2B shipping, especially of heavier freight, with the rising cost of gas. I’ve been reading that some companies are looking into the cost of cranking up old, disused shortlines as far less expensive, even if they have to renovate the track and all, than continued rising cost of truck shipping.
(I’ve also been reading about crackdowns on truck shipping because drivers are only supposed to operate X hours/day so they’re not sleeping on the road, but profit margins in trucking have become so slim with the rising cost of gas that most drivers are operating well beyond that just to make a living, and that in several states further regulations are in the offing and the problem’s been discussed in D.C. too. I’ve ALSO read some trucking companies hire illegal immigrants for exactly that reason, that they’ll work for peanuts, thus increasing the profit margins for the trucking companies, and that there’s a race-to-the-bottom in rates set off by that that keeps making the situation worse and worse for legit companies and legal drivers. So that would add further uncertainty to future shipping costs by truck.)
As a general thing I’m in favor of pedestrian and bike trails, for environmental reasons. But another part of that environmental equation is train shipping, and I think it’s foolish at this point to be looking at REMOVING trains when both economic and environmental logic point towards trains as a part of the solution.
Eyebrows is right. GAO Report to Congress on Freight Railroads, Oct. 2006:
So, as long as we’re talking about removing government subsidies, let’s remove the subsidies for truck transportation as well, shall we? And then let the best mode of transportation win.
Hey Mr. Jordan, “Pioneer did some 300+ annual carloads of business on the line in the late 1990’s/early 2000’s – mostly at Pioneer Park.” Just so we’re all clear on this, why don’t you provide the number of carloads that traveled on this line each year from 1995 thru the present, just so we all actually have the benefit of your data. Let’s all see just what the exact usage was in each year.
Here’s the problem with this “carload” business. If those “carloads” can be brought in a different way… i.e. by truck, by the western rail direction… then it’s not like those “carloads” are bringing new jobs. That’s what C.J. and David keep pointing to… rail lines bringing new jobs.
That ain’t happening. We have to full understand where Peoria is at now. Tumbleweed or not, the “manufacturing” side of Peoria is pretty much dead and buried, compared to what it used to be. As the manufacturing jobs dried up over the years, so did the need for rail service.
Let’s make this plain and clear… what Carver needs can be brought in a different way… a trail through the city cannot. The Kellar Branch is it for a trail… we paid for roads and maintenance of the same over the years, and truck cargo can be brought in that way. Carver hasn’t said, nor will they ever say, that if the rail is here they can create dozens of new jobs. They just want cheaper service. They will not go out of business if the Kellar Branch doesn’t supply them. The owners might have to buy a Toyota SUV instead of a Hummer.
All of this talk about Global, or Joe’s Paint and Screen Door manufacturing is just that… talk. Let’s talk about what MIGHT happen if we keep land clear near Dunlap so that an airport can be built there in, say, 40 years. It makes just as much sense.
I started out completely in the corner of the railroad people… but the more I investigated, the more I looked at the FACTS of the Kellar Branch and what lies alongside it, the more I understood the history of Peoria, the more I thought about graffiti infested railcars sliding through the city at 10 MPH, the more I thought “WHY?”
The city has effectively moved from a manufacturing area to a service one. I’m not happy about that, but it has. There is no reason to say that it will ever change. How about we “rail-bank” the damned trail, and then if it EVER becomes such an economic boon for the city to have the Kellar Branch with choo-choos on it again, we can do it. Hell, leave the tracks there, and build the trail over it. Just do SOMETHING with it… something of some value… value for NOW… not for 2048- maybe.
Katmandu 2,
I’m sure Pioneer Railcorp would be happy to provide the EXACT figures as I don’t have them. I suspect the City has them as well. I do have exact 1993 figures, however, because they were mentioned in the Journal Star April 16, 1994. City filings to the STB mention carload figures 2002-2004 (conveniently, they used figures after Gateway Milling quit, but absent the reason). Otherwise, I can provide estimates by user:
CARVER LUMBER (1984-2005) – under P&PU about 20-30 carloads of lumber per year; under Pioneer (1998 to 2005) about 50-75 per year.
JORDAN MANUFACTURING (1984-1985) – 73 cars of wood in last ten weeks of 1984 (filed for bankruptcy, left Peoria in December 1985). Rail use was seasonal.
RESERVE SUPPLY COOP (1984-1992)- received a boxcar of plywood on occasion, including a few in 1984.
BAUMGARTEN DISTRIBUTING – 2-3 cars in last 10 weeks of 1984. These were shipments of California wine consigned to Standard Wine & Liquor. Said in 1986 that if $175 per carlod surcharge would be lifted, he’d do 50 to 100 carloads a year (probably Miller products from Milwaukee; unknown whether this happened or not – Baumgarten did not get any traffic in 1993).
HOME COMFORT CO. (1984-1985) – new business generated by Kellar Branch; received plastic pellets at rail-to-truck transfer point near Multi-Ad Services for final delivery to Princeville manufacturing plant. Abandoned Pioneer Park in 1985 when surcharge made rail uneconomical. Carload figures N/A but likely would have been 100+ per year). P&PU provided sole rail-to-truck transfer facility for this firm’s successor, ALCOA, in 1996-2001 at East Peoria Yard instead of Pioneer Park, which would have been closer to Princeville. Obviously, P&PU lost interest in the Kellar Branch.
GATEWAY MILLING (1986 to 2001) generated between 150 and 250 carloads per year. The number declined to under 200 c. 1996 because of shift to larger capacity boxcars.
O’BRIEN STEEL SERVICE (1987? to present) began using the line in the late 1980’s after the user fee was lifted. Received as many as 275 carloads in 1993. Dumping of foreign steel in late 1990’s/early 2000’s significantly reduced rail delivery as barge-truck was preferred. Since then, about 80 to 125 carloads per year have been generated. Expansion in 2002 increased rail use.
COHEN’S FURNITURE (1989 to 1995?) received about 20 carloads annually for several years then on occasion. Stopped doing business with some suppliers, thereby eliminating rail use.
PEORIA PLASTIC CO. (1998 to 2003) received a number of plastic pellet shipments by rail in last 4-5 months of 1998 then number declined as lower-cost foreign competition took its toll.
Currently, O’BRIEN STEEL is receiving steel beams and plates and recently resumed shipping scrap metal by rail. They should do about 100-150 carloads this year. Carver Lumber did about 50-60 carloads per year. The ready mix plant wanted 20 carloads per week during construction season, amounting to several hundred a year. Railcar storage contracts will generate scores of cars. I expect Globe Energy will be a user as Phase I of their manufacturing operation is complete. Obviously, CIRY has realized that they need to operate the Kellar Branch for it to be a viable railroad.
I’d just like to see some real detailed historical data on the rail usage, perhaps those of you more involved in this discussion have seen this data many times, I apologize for being uninformed on this debate, but it appears Mr. Jordan is the rail “expert” so I’d assumed he’s have this information readily available.
David, I think the City is far less committed to the trail than it may appear at first glance. The City is responding to the demands of the Park Distict and a couple wealthy developers, who use the trail nuts as their storm troopers. If someone with real clout suddenly spoke up for the rail line, the Council would fall all over themselves reversing their position, which is part of the reason the trail nuts are so desperate. Every day that goes by the need for rail – both freight and passenger – becomes more evident to even the most thick-headed Peorian. When gas goes over $4 a gallon and people begin to scream the trail nuts know they’re going to be in trouble.
Dang, David! Those rails are RED-HOT from all of the freight whizzing down ’em, ain’t they?
Whee-doggy! Surprised that there hot metal ain’t been melting clear down to edges of the ties, ain’t you?
PREGO MAN: “Here’s the problem with this “carload” business. If those “carloads” can be brought in a different way… i.e. by truck, by the western rail direction… then it’s not like those “carloads” are bringing new jobs. That’s what C.J. and David keep pointing to… rail lines bringing new jobs.”
Prego, read C. J. 115 other write-ups on this issue. I realize that this whole issue can be confusing, but if what you say above is true, then Carver Lumber wouldn’t have abandoned its neutrality over the issue. But they did, and while they were naive to accept the City’s [empty] promises of “comparable service” they’re now right to try to stop the closure of the Kellar Branch.
“Those rails are RED-HOT from all of the freight whizzing down ‘em, ain’t they?”
Yes, because even the portion of the Chicago Northwestern line that carries freight, Amtrack, AND commuter Metra just outside Chicago is a 24-hour-a-day, 7-day-a-week trainstravaganza. That must be why those of us who grew up six blocks from it were so rarely roused from our sleep and only now and then got caught at the crossings. 😛
gosh darn it, CJ, make the stick-out-tongue-y face work! My comments all have inappropriate emotions stuck on the end! 😛
I’m listening to all of those that say there has been no rail freight on the Kellar in the past ten years or so. Well of course not because everyone (PPD and RTA) has told everyone that it was going to be a trail anyday and so who wants to put in a company that needs rail service if its going to be torn out soon? As for using the Western Connection, it is useless and UP is never going to give anyone using it a fair rate. They don’t have too. Its not in their best interest to lower their rate for connecting. They are in business to make money and they do that very well. The city put in a connection that we told them was not done properly and they did it before getting a contract with a workable rate for Carver or anybody else that was in that area and going to use it. The city is to blame for that one. We told them, and they ignored us, long before the first dime was spent. I would recommend that everyone look up Rails with Trails (RWT) in the internet and read it from front to back. Then see what can be done about running the trail and the rail side by side. The figure that the PPD has thrown out for doing this has no basis, no feasibilty study. Also the $4 million dollars they have in hand won’t even pay for the bridge that they must construct across Knoxville at Junction City. It has to be ADA compatible and it has to be monitored and maintained. According to the RWT the average trail costs $4,200 per year per mile to maintain. Who is going to pay for that? You and me with taxes to the PPD. And one way or another they do get our taxes, even if they come through state and federal grants. Where do you think that money comes from? David is our in-house railroad expert and I am sure that the both of us would be more than willing to sit down and talk one on one with anyone that cares to regarding this subject.
Eyebrows: Just for you, I changed the emoticon. Are you satisfied now? 😛
BTW the $2.3 million spent on the western connection was in part federal money, not all of it was from city coffers. Also if you remember O’Brien Steel supposedly put up $175,000 if this was turned into a trail, what happens now?