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Kansas puts passenger train plans on hold
Wonder if Kansas has this problem with funding roadways?
The choice of Newton versus Kansas City is a no brainer when you compare the reported passenger numbers versus the capital investment. However, part of the delay might be that those wanting to see the service extend to Kansas City won’t support an extension to Newton. Further reporting would be appreciated.
To answer Mr. Norton, probably not. Maybe state gas tax receipts and whatever tolling on the interstates they do covers road repairs/resurfacing/road widenings etc. Then there is Kansas’ share of the Hwy Trust Fund’s annual harvest.
If all that doesn’t get them over the top and they’re tapping general funds, then one has to wonder. Of course, it could be a bald case of modal bias. Road are perceived to be a public good thus worthy of whatever expenditures are necessary. Sadly, rail transit doesn’t get the “public good” rating because its benefits are seen as iffy at best.
And it’s an article of faith among politicians and transportation planners that roads are an economic growth multiplier. Those same people remain unconvinced that new or expanded rail lines, be they intercity, commuter, light rail or subways will spawn transit-oriented development.
I’m not happy about this state of affairs. I’m a transit advocate. I’m only facing reality.
Note on highways: Kansas has a statute limiting the state to 100,000 miles of roadway under state maintenance. That limit was reached long ago, so for any new roads added, the state has to turn over an equivalent mileage somewhere else to city or county government.
Amtrak already runs the Southwest Chief between Kansas City and Newton, avergaing 45-50 mph including stops in Lawrence and Topeka. So why are expensive infrastructure improvements needed on that part of the route?
Amtrak already runs the Southwest Chief between Kansas City and Newton, avergaing 45-50 mph including stops in Lawrence and Topeka. So why are expensive infrastructure improvements needed on that part of the route?
They will really have to look at capacity. Money from somewhere. I am sure that BNSF wishes they still had the double track on the Newton cut-off between Ellinor and south towards OK…the double track bridges are still in, and the property lines remain, so it would not be a real dilemma. After watching what DS17 has to go thru each evening with Amtks 3 & 4 on that stretch, there be the bottleneck.
Total misread of what was said. KDOT has NO AUTHORITY to move forward with rail plans because the legislature has not given them the authority.
Seems the best option would be to service both routes. But before doing it, or any expansion of Amtrak, I would take a hard look at those “launch” costs, as railroads tend to be unreasonable in their demands. One train a day each direction shouldn’t impact things that much, eve on a single track railroad. You just need to plan things better.
I’m not understanding why it would cost so much more to run the train to KC vs Newton. I can understand infrastructure improvements from OKC to Newton. There has not been a scheduled passenger train on that segment for a number of years, though I have a hard time believing the BNSF needs much improvement, if any at all, to run it. From Newton to KC they already host the Chief. I can’t imagine they need that much investment for one additional train each way. Where is Kansas getting these numbers??
The other issue is scheduling. As presently configured, the Heartland Flyer extended to Newton would have a roughly 0100 arrival northbound, and would need a roughly 0500 departure at Newton to connect with the Chief and maintain the existing schedule between OKC and Ft Worth. Who is going to want to make a station platform train change in the middle of the night, especially if the station at Newton is not open. That will be a treat-a couple hours on a cold snowy night on a windswept platform, with luggage. On the plus side, such an arrangement would not require any additonal equipment, and the northbound train would connect with the Chief in both directions.
Here’s a thought: through service to KC with a couple of set out cars at Newton, a sleeper and a coach. Labor agreements or BNSF will probably kill it. But that would be a less expensive way to get a Ft Worth-KC thru service than running a whole train over that segment, and the timing is right that such a schedule would work.
Read the book, WHATS THE MATTER WITH KANSAS, to understand more.