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Springfield awarded TIGER grant for rail consolidation project
What most people seem to forget is Springpatch is really just another ward in Chicago. Granted it is separated from the city by half a state’s worth of corn and beans. Even with all that corn and beans, the corruption still finds its way to Springpatch. Whatever cost is quoted, shift the decimal one digit to the right for the final true cost. Chicago wants its pseudo-high-speed train which will probably be passed by everything on I-55 including the Route 66 tourists in the mega-monster motor home as it attempts to hit the 110 MPH mark for 5 seconds between station stops. Therefore, in an attempt to cut down on the percentage of disgruntled downstate politicians, the city gets the Federal government to shovel more money down the unconstitutional rat hole.
I’ve refrained from criticizing other states about their rail programs (I live in Tennessee), but as I’m a former resident of Illinois and this involves Federal money, this project will cause inconvence to passengers and is a waste of money.
The 3d Street Station (ex-GM&O station) is the optimal location for Springfield’s passenger station. It is one to three blocks from the Illinois state capitol and other state government buildings (see picture with the news article).
I believe it would cost less and be implemented faster to continue to run Amtrak trains through downtown and reroute UP freights via the ICG connector between Ridgely Tower and Iles. Long time TRAINS readers, if not Illinois politicians and Federal bureaucrats, know the connector was built in 1974 to link the ex-IC Chicago-Springfield line with ex-GM&O Springfield-St Louis and Kansas City lines (June 1974 TRAINS, pages 14-15).
There was talk about Amtrak taking over the NS line. A second main line would have to be added to the ex-ICG connector to accomodate the NS. That idea appears to be “off the table” for now.
The move will be seven blocks to the east which will put it on the periphery of downtown. The main reason for abandoning third street is twofold: to keep traffic flowing through downtown in an East/West configuration and to accommodate medical research in the Medical District which is bisected by the third Street tracks.
This is the first I have heard of freight traffic also being diverted to the NS ROW on 10th Street. Does this mean the 3rd St route will be completely abandoned and vacated? I still feel 3rd Street is the optimal location for Springfield’s passenger station.
Won’t this move passenger trains to the periphery of the city? Is this really a good idea?
Won’t this move passenger trains to the periphery of the city? Is this really a good idea?
What’s wrong with making the 3rd St. route exclusive for passenger use?
Keeping the 3d Street route for exclusive use by passenger trains preserves the advantage of using Amtrak; it takes passengers directly into the heart of downtown (a long time selling point of rail passenger service). State government offices and the medical district are within walking or shuttle distance of the ex-GM&O station. There are probably crossings that can be replaced by underpasses or overpasses, but I don’t believe Amtrak trains dwell very long at 3d Street.
Long time residents and train watchers can remember when the ex-GM&O 3d Street line was a double-tracked, bi-directional TCS line hosting six passenger trains, six to eight thru freights, three to five 10,000 ton coal trains, and assorted locals and switcher jobs daily. Now that’s some serious rail traffic through a downtown area.
In defense of my former neighbors, true, Springfield (not Springpatch) is very much a government town, thanks to the efforts of one A. Lincoln (if Lincoln hadn’t been such a skillful assemblyman, Jeffrey Guse would be grousing about Vandalia). And, sadly, much of what is wrong in government with Illinois comes out of Springfield. On the positive side (for us railfans at least), it is a very good place to watch trains. You have NS, UP, and Amtrak mainlines; CN and KCS secondary/branch lines, and the unique short line I&M, fondly remembered as the C&IM. BNSF, CSX, and the Monticello railroad museum are just one-county over. Of course, A. Lincoln has made his presence visible throughout the town. Go see for yourself.
It’s a colossal waste of money to move the passenger “service” away from the passenger destinations. There are no facilities on the east side of town and no place to put them–unless the State wants to part with the Taj Mahal it bought as a hotel between 7th and 8th street on Adams. Maybe the new passenger station could be located across from the County Jail. That way any criminals wouldn’t have far to go.
Mr Guise, I really appreciate your usual pro-individual freedom, anti government waste comments, but this time, I don’t think you’ve accomplished much if anything useful. Even before the increase in speeds to 110 mph (for which they attain for more than 5 seconds) this line was flat, straight and fast even at 79mph. I rode it a number of times on the Texas Eagle, not exactly the fastest train on the route either, and was impressed with the fact that the train kept rolling at a good clip most of the way through Illinois, once past Joliet.
If you are to criticize the improvements of late, I would start with focusing on the last 30-50 miles (not sure exactly how far but it is a significant distance) between St. Louis and Alton. The track is still mostly flat and straight, but the speed is slower simply due to signals and possibly condition of the roadbed. For what they’re spending in Springfield and the faster 110mph speeds, could they not have instead focused on the last segment’s signal issues for less money, gotten the job done sooner and achieved similar reductions in running time? Moreover, the Texas Eagle (if I understand correctly) still only goes 79mph even on the 110mph segments. So improving the slow end of the line would have benefited that train as well instead of just the St. Louis bound trains. Such is the logic of government funding. On the other hand, maybe there is a logical reason for doing what they did.
Mr Guise, I really appreciate your usual pro-individual freedom, anti government waste comments, but this time, I don’t think you’ve accomplished much if anything useful. Even before the increase in speeds to 110 mph (for which they attain for more than 5 seconds) this line was flat, straight and fast even at 79mph. I rode it a number of times on the Texas Eagle, not exactly the fastest train on the route either, and was impressed with the fact that the train kept rolling at a good clip most of the way through Illinois, once past Joliet.
If you are to criticize the improvements of late, I would start with focusing on the last 30-50 miles (not sure exactly how far but it is a significant distance) between St. Louis and Alton. The track is still mostly flat and straight, but the speed is slower simply due to signals and possibly condition of the roadbed. For what they’re spending in Springfield and the faster 110mph speeds, could they not have instead focused on the last segment’s signal issues for less money, gotten the job done sooner and achieved similar reductions in running time? Moreover, the Texas Eagle (if I understand correctly) still only goes 79mph even on the 110mph segments. So improving the slow end of the line would have benefited that train as well instead of just the St. Louis bound trains. Such is the logic of government funding. On the other hand, maybe there is a logical reason for doing what they did.
Ah-HAH! Study the picture, and we see the real reason J.G. is miffed at Amtrak… his 13’6" tall semi won’t fit under the 12’0" rail bridge!
Would the new route be faster?
I get so sick of J Guse ranting on and on about Amtrak while I never recall him uttering a word about all the billions of taxpayer dollars being poured into 6 and 8 lane expressways, bridges to nowhere, and airports which seem to have little to no effect on alleviating congestion, saving fuel, or increasing the safety of the traveling public. The last time I checked you don’t have to get your genitalia felt up before you board an Amtrak train.