If Amtrak had just put on the three additional Hiawatha Service roundtrips that Illinois and Wisconsin want, no one except passengers and rail passenger advocates would have been the wiser.
But the proposed expansion of Amtrak’s Hiawatha Service isn’t going to work that way and as a result there has been a NIMBY uprising in suburban Chicago that threatens to scuttle the expansion.
As part of that expansion, a holding track for Canadian Pacific freight trains would be built in suburban Chicago.
Because public money is involved an environmental assessment, which examines various facets of the proposed expansion, was conducted.
Once that became public last October, the NIMBY opposition began, citing the usual arguments that opponents of new or expanded rail passenger service make everywhere, e.g., noise, pollution, increased traffic congestion, vibration and diminished property values.
What makes the suburban Chicago dispute different is that it involves a rail line that already has a high level of passenger service.
It is likely that many of the NIMBYs are regular or occasional Metra users. The property owners along the Chicago-Milwaukee route are accustomed to train traffic passing their neighborhoods. They may not like it, but they know they can’t stop it.
The news media coverage largely has failed to explain the particulars of why the holding track is part of the expansion plan. It is the result of operating constraints affecting three railroads and ordinary people don’t have much interest in such matters.
Freight trains bound for CP’s Bensenville Yard near Chicago O’Hare International Airport sometimes hold on the mainline north of Rondout in Lake Forest as they wait for permission to enter in Northbrook a Union Pacific route that CP trains use to access Bensenville Yard.
As early as 2007, WisDOT began studying traffic patterns on the Chicago-Milwaukee Route in preparation for expanded Hiawatha Service.
Computer modeling exercises and meetings of operating officials of the three railroads using the corridor – Amtrak, CP and Metra – identified choke points and operating challenges.
The proposed capital improvements that came out of those meetings – including the holding track – were designed to minimize the need for trains of all three railroads to wait on the mainline for other traffic to clear.
The holding track was a way of shifting where CP freights would sit as they waited for the UP to give permission to enter its territory.
Had the railroads agreed to host the expanded Hiawatha Service within the existing infrastructure, the NIMBY opposition would never have materialized because they would not have noticed the increase in Amtrak traffic.
The NIMBYs want the FRA to order that a full environmental impact statement be conducted, probably in the hope that it will confirm their point of view. They also are playing for time, hoping that the holding track idea will go away or that the railroads will build it somewhere else.
Some of the public officials who have jumped on the NIMBY train might be playing for federal and state money to make infrastructure improvements their cities could not afford otherwise.
In the end the Hiawatha expansion may never come about, but not necessarily because of the NIMBYs.
Additional passenger equipment is needed and it is unclear when that will become available. The new locomotives expected to be used on Amtrak Midwest corridor routes are being built, but new passenger cars have been delayed and there is a looming September deadline to spend the federal grant awarded to pay for those cars.
It also is unclear if Illinois and Wisconsin are committed to paying the operating costs of the additional Hiawathas. Keeping the funding level high enough to afford the existing corridor service of the two states is a challenge as it is.
Many of the arguments being made by the NIMBYs are unsubstantiated and emotionally overwrought. The FRA won’t take those seriously.
And some of the opposition by public officials is opportunistic. It doesn’t cost them to side with the NIMBYs and might gain them a few political brownie points. The FRA knows that, too.
What remains to be seen is whether this political posturing eventually will result in the political clout that could be brought to bear to kill the public funding needed to pay for the expanded service. This risk is just one of the prices today, of intercity passenger service.