While I was at the park district offices recently, I noticed they had green signs there that stated “Build the Trail NOW” and gave a web address for more information. I asked if the Park District made up the signs, and they said no, someone else did. Then they asked me if I wanted one, which gave me the biggest laugh of my day.
Today, I’ve been told by a couple of people that these signs are all up and down University street between Glen and Northmoor, along the Race for the Cure route.
The funny thing is, I agree with the simple message, “Build the Trail Now.” In fact, I believe that the trail could have been built years ago. The people who made the signs no doubt think that Pioneer Railcorp, Carver Lumber, and/or the Surface Transportation Board are holding things up. But the truth is the only organization holding things up is the Park District.
The Park District can build that trail any time they want by putting it next to the rail line or next to the streets that parallel the rail line. Nothing is stopping them except their own stubborn desire to see the Kellar Branch rail line removed.
The Park District has proven that money is not an issue: they’ve been able to get Illinois Department of Natural Resources (IDNR) grants to build portions of the trail that they had originally planned to build with federal funds that carry more restrictions.
The Park District has proven that a Class I trail is not absolutely necessary: they’ve built a Class III trail south of War Memorial Drive with those IDNR grants I referred to earlier. Apparently they just want the Class I trail north of War Memorial — seems a bit arbitrary, don’t you think?
The Park District has proven that even a Class I trail can be nothing more than a glorified sidewalk: the portion of the trail they’ve built at Pioneer Park and Sommer is nothing more than a sidewalk that parallels the roadway, while still being separate. Their plans call for the same thing in Peoria Heights. If they can do that there, why couldn’t they do it along, say, Harvard Ave.? Why do they have-to have-to have-to replace the Kellar Branch rail line?
So, I’ll jump on that bandwagon. I say to the Peoria Park District: Build the Trail, NOW! And stop wasting taxpayer money trying to eliminate rails from the city.
If you feel it is time to give up…… Please do not. Our country would not be as great as it is without discussion of differing opinions. Elected officials represent. Let them know how you feel. Have your friends relay how they feel. Maybe we can get more than 10% to vote.
David T,
Out of respect for area residents, the Recreational Trail Advocates removed the signs after the Race for the Cure. If you feel that there are signs that were not put out with permission of land owners, let me know and I will personally look into and remove them.
Keith Bond said, “The only reason we at the Recreational Trail Advocate are pursuing the trail in place of the rail is because the City of Peoria had previously gone through the motion of having the trail abandoned.”
Unfortunately Keith this is not true. The city declared it abandoned but did not petition the STB for proper abandonment and therefore what the city declared was not proper.
“After looking at the info provided, we followed supporting the route that was most economical and possible to achieve….we thought.”
The information provided was very one sided and slanted. Not all aspects were presented.
“I halfway agree with your reasoning on why only one business uses the tracks, or did use them anyway. The second reason is that there is not a large volume user in the area. If there was, the western connection might have a chance.”
No matter what the volume of traffic is on the western connection the chance will not be there for the little guy like Carver. UP can charge less for high volume traffic, but if Carver and other smaller companies need service UP is going to charge whatever they want and its not going to be reasonable. Also the arrangement of the tracks is not proper and if you listened to Richard Carver in his speech before the city council he reiterated this very well.
“I was at the meeting when Pioneer offered to “repair†the line. The way it sounded, again my opinion, was they would put a bandaid on it. There quote of $100,000 thousand dollars was no where near IDOT’s quote. Whose quote is correct? I do not know. As for helping build a trail next to it, I missed that part. I will review the minutes.”
The quotes are not comparing apples to apples. Pioneer has their own equipment here in Peoria and have their own employees already on payroll. Therefore their cost is considerably less expensive. If you have to bring in an estimator and a crew and all the equipment from the outside of course it is going to cost considerably more. Pioneer did volunteer to bring the tracks up to passenger code. This is better than freight level. The passenger level would be to run trolleys at 15 to 30 mph. This is not excessive nor high speed rail. That will never happen on the Kellar simply from the lay out of the right of way.
One other point is that I spoke with David Spacek of IDOT’s railroad bureau and he said that they could do a free feasibility study on the Kellar after June when their fiscal year starts over. All it takes is a letter from the mayor and another one from an elected official such as a senator or representative. We really need to have this done and settle the question once and for all if the Kellar is a viable railroad entity for the area.
Pioneer did in fact volunteer to give in-kind assistance to building the trail along side the tracks. This is using their equipment and employees to assist the park district in their trail efforts. A very generous offer on Pioneer’s part. This offer would range somewhere in the $100,000 amount of in-kind services.
Mazr,
My pro-trail response to that picture is: What a nice change of scenery. A little industrial decorating never hurt. Not everybody likes to look at plants and animals. My other response was to the fire department to make sure they knew they were there and they were safe. The response from Battalion Chief Steinseifer confirmed that they were inspected and safe.
SD,
Just as you do mine, I will take your reported facts as truths. Without time to research I do not know.
It appears your disagreement is with the city and their actions. Maybe a trip to a council meeting should be in order. It his also hard to support one side without being one sided. I try to keep an open mind but I tend to lean one way or the other.
As for the western branch never working for a small business, you can read Mr. Jordan’s blogs and see that he appears not to agree with you on this one. Again, opinion. Read for yourself.
As for apples to apples, is CIRY an apple? I approached someone from their company and asked how much to repair the rail and mentioned the $100,000 offered by PIRY. Laughter followed by “Which Crossing” was the reply. Not being in the industry, I can only go by what I am being told and read with a hope that all are honest.
The feasibility study sounds like a good idea but is a mute point. I know both mayors, and I believe our Senators and Reps, have stated their support for the trail.
Again, I will check the record but I do not remember a monetary donation in the form of services, only $100,000 to make the track passible. I will see Mayor Allen tonight and will report back later on my findings.
Thank you for your response.
SD
Here is the Jordan quote. See, I even misquoted a response directed at me. He did not say if Carver would receive “reasonable” pricing, but the western connection could work.
Posted by on 04/10/07
If the Kellar Branch were made into a trail first, and the western connection remained the only way to serve Pioneer Park, then the only way to make it work would be to attract a large volume rail user (before closing the Kellar Branch).
P.S. Moot not mute. Sorry.
Keith,
Don’t think we haven’t been talking to our elected representatives. We have, and for a long time.
Here’s the offer from Pioneer to the City. There’s a lot of information on my blog about the Kellar Branch issue. I would especially recommend these articles for a comprehensive overview:
Kellar Branch Saga Summary, Pt. 1
Kellar Branch Saga Summary, Pt. 2
Kellar Branch Saga Postscript
CIRY Mutinies, withdraws request to close Kellar Branch
STB decides Kellar Branch dispute, reconsiders Pioneer ouster
Pioneer Railcorp ups Kellar Branch offer to $750,000
C.J.
Thank you for the info. I was talking of the speech given this year in Peoria Heights. This is where I heard nothing about a donation.
As I said, I am new to this. I have only paid attention for a couple of years and I am trying to catch up. I have read all of David Jordan’s blogs and appreciate his intellect.
SD,
I earlier made reference and found that I was in error. It seems I did not ask if Carver would receive a fair rate, whatever that means, only if the western connection could work.
Posted by on 04/10/07
If the Kellar Branch were made into a trail first, and the western connection remained the only way to serve Pioneer Park, then the only way to make it work would be to attract a large volume rail user (before closing the Kellar Branch).
Thank you for your response.
Keith,
We all appreciate your willingness to discuss this issue, and keep an open mind. Many in your camp will not do this. I’ve just been reading these comments and would like to make some historical observations.
First, there seems to be an attitude by some trail proponents that the Kellar Branch is in desperate need of repair and if significant rehabilitation is not performed, it will be unusable. There is some truth to this, but recall that longtime Peoria Public Works director Steve Van Winkle told the Peoria Journal Star for a Nov. 21, 1993 article that, “…the tracks are in dire need of maintenance and upgrading.” Nevermind that the Kellar Branch would subsequently remain in use for nearly TWELVE MORE YEARS, and without significant rehabilitation.
Second, PIRY did pour a reported $2 million into the line, including construction of a short “runaround” track by O’Brien Steel so they wouldn’t have to pull steel loads up to Peoria Heights to runaround them, haul them back down hill then deliver them to that steel company. They also put in a new switch at the Carver Lumber spur where P&PU had a derailment. They poured ballast and installed new crossties where the track needed the most work.
Most of this reported $2 million was undoubtedly poured into track and switch construction rather than rehabilitation. they did what was necessary to keep the track under the Federal Railroad administration’s “excepted track” standards (10mph for freight and no passenger trains). With the line’s long-term future uncertain, there was no need for an extensive rehab (or to force customers to repay the cost over a year’s time, as some foolishly suggest is a must).
Third, the Kellar Branch saw deferred maintenance going back to the days when it was owned and operated by the failing Chicago, Rock Island & Pacific RR (until 1980). That railroad deferred maintenance at least since the 1960’s (and possibly from the 1950’s), thus the Kellar Branch has been in poor condition for some FOUR DECADES, yet it continued to be used. Keep in mind that the Kellar Branch was beat up by some 5,000 carloads in 1978 (90% attributed to the now-closed Pabst brewery), but only a few hundred during city ownership. Obviously, the track isn’t abused as much.
Fourth, if PIRY is restored as operator of the Kellar Branch (possible by STB order), and the line’s future is assured, they will use their own funds to get the line back in operating condition. They will not ask for public monies to do this, so the cost issue is irrelevant anyway. PIRY sees the potential of the line and will make the necessary investments to see its potential realized. As traffic grows, rehabilitation will become economical.
The track will first be upgraded to Class 1 standards (10mph for freight and 15mph for passenger), allowing the inaugural of tourist trolley service. If commuter service is deemed feasible in the future, the line will be upgraded to Class 2 standards (25mph for freight, 30mph for passenger).
Fifth, restored operation of the Kellar Branch almost immediately brings two active customers – Carver Lumber and O’Brien Steel – and non-hazardous railcar storage (which PIRY did in 1999-2005). Plus, the new owner of the ready mix plant on Van Buren St. is said to desire rail service and CIRY’s latest letter to the STB claims they are working with a new shipper at Pioneer Park. PIRY could easily be serving FOUR users and handling at least SEVERAL HUNDRED CARLOADS ANNUALLY if restored as operator.
Hopefully, the STB wil restore PIRY’s operating authority and the PPD will decide to build alongside the Kellar Branch.
I wrote:
“Keep in mind that the Kellar Branch was beat up by some 5,000 carloads in 1978 (90% attributed to the now-closed Pabst brewery), but only a few hundred during city ownership.”
That should be “…but only a few hundred EACH YEAR during city ownership.
It’s funny how Peoria Heights cried and cried when Pabst closed, taking 600+ jobs away but now Peoria Heights thinks a trail will provide more economic benefits than real rail service? A brewery was important!
Quoted from the March 28, 2007 Peoria Heights Board of Trustees Special Meeting:
As the trolley presentation was made on March 12th, it was also a presentation for freight cars. The questions are, does the Board want to be in the trolley district? Does the Board want to have freight cars or high speed rail running through downtown Peoria Heights? Mr. Brown urged the Trustees not to be the organization that stops the trail, as rail, especially freight rail, does not have a place in the Central Business District of the Village.
http://www.villageofpeoriaheights.org/Minutes032807SpecialMtgTrail.htm
“Does the Board want to have freight cars or high speed rail running through downtown Peoria Heights?”
Where is this “high speed rail” thing coming from? The trolley will do 15 to 30 mph. High speed rail is 70 mph and above. We never ever ever said anything about high speed rail on the Kellar Branch. It is not feasible, or necessary or wanted. I wish everyone would get those words out of their conversation in relation to the Kellar Branch.
I thank you all for your insight and information. I hope that whatever decision is made, it is the right choice for Peoria.
David,
I do agree with and enjoy your knowledge of the subject. The cost to repair is irrelevant, but it does need repair.
Side by side suits me and many others just fine.Where else can you get that close to a train without tresspassing?
While I have your ear, is there a contract and is Peoria getting paid for the car storage on the tracks? Is there a fee for storing hazmat? Are the cars secured per code?
mdd,
I was at that meeting where the Mayor said he sees no future need of rail service in the Heights. I was not expecting that, just verification of support for a trail and not a trolley.
I was interested in a trolley when it was brought up but after a poor presentation and unbelievable info, I started to rethink the idea. I was told the nearest comparable city was in Wisconsin. I took a trip to Kenosha,WI to see their trolleys and met with their transportation director. Nice guy and very willing to help. He confirmed that the numbers put up by trolley supporters were not possible and showed me his numbers to run their system. I concluded that it is a neat idea, but not practicle.
Why did Pabst leave anyway? I was in grade school at the time and do not remember.
“He confirmed that the numbers put up by trolley supporters were not possible and showed me his numbers to run their system. I concluded that it is a neat idea, but not practicle.”
What part of removing urban infrastructure for a multimillion dollar tax payer supported luxury item is practical?
Pabst brewery closed from corporate politics. The Heights plant was profitable. It’s too bad that the Heights has done virtually zero with the Pabst/Cohen’s land and buildings over all these years. They could have at least marketed it for other manufacturers and got it back on the property tax rolls.
Since the trolley would be paid for with private funds, it doesn’t matter whether their numbers are valid or not.
Keith wrote: “While I have your ear, is there a contract and is Peoria getting paid for the car storage on the tracks? Is there a fee for storing hazmat? Are the cars secured per code?”
The City Council voted Feb. 20 to negotiate a new contract with Central Illinois Railroad. I haven’t heard that one has been drawn up and signed, however. They’re probably awaiting the STB’s decision.
At this time, Peoria isn’t getting any share of the revenue CIRY receives from railcar storage. I don’t believe they should either. Peoria claims to want the western connection and Growth Cell Two to work and CIRY storing those 29 tank cars should fetch about $10,500 in a year’s time if they charge the owner of the cars $1 per day for each. That gives them some revenue on a line that is otherwise dead with little hope of having actual customers, given the high cost of transportation thanks to the ill-advised western connection/”alternative rail service”, high real estate prices and the anti-rail attitudes of developers such as David Maloof. If they had to share with the city, that would dilute the already minimal value of the operation. The City should concentrate on real economic development (rail-served manufacturers and warehouses) if they want to recoup their investment, and not by trying to take the small amount of revenue generated.
The City isn’t getting revenue for storage. The only one paying a fee are the owners or lessee of the tank cars.
If the tank cars’ brakes have been set, they should be fine, but chalking seems inadequate.
To add to what mdd wrote, Pabst’s Milwaukee brewery had an annual capacity of 6 million barrels while the Peoria Heights brewery could do 3 million. By 1981, Milwaukee was operating at half capacity but Peoria Heights was at full capacity. The decision was made to eliminate excess capacity and close the Heights brewery in early 1982. Had corporate HQ been in Peoria Heights, some say that brewery may have stayed open.
One of the reasons the Kellar Branch was purchased by the Cities and restored to service was the hope that someone would come forward to buy it and use it for brewing, ethanol or some chemical product.
It turns out that in February 1984 a Keokuk, Iowa-based firm, Energetics, announced interest in purchasing the brewery for “butanol alcohol” production from fermentation of Jerusalem artichokes and food wastes. Eventually, it was determined that such a venture would be too costly so grain alcohol produced from high-oil corn would suffice (rail use by such a plant would be significant – perhaps as much as Pabst).
Gasoline prices had been dropping, however, and alternative fuels were losing investors. Energetics would renew interest in purchasing the brewery in 1985 but ultimately decided on a location in N. Carolina (which probably never happened).
I see little reason to believe that Peoria Heights will ever see a rail user again, but the Kellar Branch passes through the village, and in the interest of interstate commerce, the STB should restore PIRY’s operating authority.
“What part of removing urban infrastructure for a multimillion dollar tax payer supported luxury item is practical?”
Beancounter,
No mention was made about removing lines, just that the trolley was not pratical.
My point is that a if a PRIVATE enterprise has to be practical, but a TAX dollar proposal can provide neither economic development nor a needed service, the world has flipped upside down. Pioneer can burn hundred dollar bills in the street and it isn’t my problem. The Park District’s empire building does affect my wallet.
I agree 100%. That is why when they asked Peoria Heights to run the Trolley and told them it would pay for itself with help from federal tax dollars, I had my doubts. It was not proposed as PRIVATE.