Category: passenger rail

Cool 1945 map shows plenty of passenger rail into uptown Charlotte

In the category of “Found while looking up other stuff” I came across this amazing map of 1945 Charlotte, and all the passenger and freight rail lines that fed uptown. It’s from a 1945 Chamber of Commerce brochure, and you can find it, too, on the website of the Charlotte-Mecklenburg Historic Landmarks Commission.

It’s a little difficult to tell from the cute drawing how many of those rail lines carried passengers as well as freight, but the Piedmont and Northern to Gastonia was an electrified passenger rail – today we’d call it commuter rail.

The line is still used. It runs west and northwest from uptown Charlotte near the NFL stadium, through the Wesley Heights neighborhood, then crosses the Catawba River and goes through Mount Holly, Belmont and into Gastonia. The N.C. Department of Transportation owns much of the right-of-way, except for an important segment beyond Wesley Heights and the river, which is owned by CSX. (See final paragraph of this report.)

The old Southern Railway passenger terminal was on West Trade near what’s now the Greyhound Bus station, but it was demolished years ago. The 1895 Seaboard Air Line depot, between North Tryon and North College streets – depicted on the 1945 map as S.A.L. RR now the Urban Ministry Center.

Rail junkies may enjoy this 2008 map of the N.C. rail lines, which lists ownership of the segments.

New strategy for transit to North Meck

The Charlotte transit project getting the most attention the past four years has been extending the Lynx Blue Line from uptown to UNC Charlotte. But in recent months plenty of behind-the-curtains work has been focusing on the planned commuter rail line to north Mecklenburg. Tonight, the transit governing body heard about a significant shift in strategy for the Red Line.  The idea is to change the focus from “commuter rail” to “rail.”

Charlotte Area Transit System rendering of Red Line car

Quick background: The proposed commuter rail is a different form of transit from light rail. In many ways it’s more like intercity passenger rail than the electric-overhead-wire, plenty-of-stops Lynx. The rules for federal money for commuter rail and the cost-benefit analyses the feds require are structured so as to make the proposed 25-mile Red Line from uptown to Mooresville ineligible for federal money. That left a huge gap – 50 percent of the total – in the proposed funding plans, estimated at $373 million total for both phases of the project.

In addition, the countywide half-cent sales tax revenues tanked in 2008 and haven’t revived to the earlier estimated levels.  The Charlotte Area Transit System has been stumped over the problem of finding local money for the Red Line to cover the gap left by the lack of federal money, not to mention how to operate the existing bus system and Lynx, plus pay the local share for the $900-million-some Lynx Blue Line Extension.

Back to tonight’s meeting of the Metropolitan Transit Commission, which oversees CATS: The Red Line Task Force subcommittee that’s been meeting for about a year has agreed on recommending a new approach. Led by Paul Morris – formerly a consultant and starting this month,  the N.C. Department of Transportation’s deputy secretary for transit – the group wants to pitch a strategy Morris says will be nationally unique.  Use the rail line as an economic development strategy for both passenger rail and freight rail.  And form a formal partnership among Huntersville, Cornelius and Davidson so they can share tax revenues from new development, via a Joint Powers Authority.

But where would the money come from? Morris said the JPA would have no taxing authority. Whether it could issue bonds might depend on how any financing package is structured.  The Red Line Task Force is, for now, looking at four potential “value capture” ideas (warning, tax-policy-geekdom coming up): tax increment financing, special assessment districts, partnering agreements with private developers, or jointly developing property with a private owner. Which of those ideas, if any, would come to fruition can’t be known at the moment.

For most of the past 15 years, the strategic thinking about the north corridor’s Red Line was to use it to shape residential development. The area was booming, and the three towns adopted zoning ordinances to encourage transit-oriented development at the proposed station areas. The fact that the rail line’s owner, Norfolk Southern, was still running freight trains on it was generally mentioned only in passing.

Now, residential and commercial development are, if not dead, certainly no longer booming. So the strategy being proposed is to use that freight line as a selling tool for industrial development while using the prospect of passenger rail on the same right of way as a selling point for residential and retail development.

Will it fly with the rest of the MTC?  Tonight’s discussion might make that more clear. No MTC vote comes until next month.

Here’s a link to the PowerPoint presentation Morris gave to the Red Line Task Force in August.

High-speed rail plans still on track?

What do Tuesday’s election results mean for passenger rail in North Carolina? The apparent Republican heir to the chairmanship of the House Transportation Committee, Rep. John Mica of Miami, says he wants to re-examine President Obama’s almost $10 billion in high-speed rail grants. He doesn’t oppose high-speed rail, he told the AP, but disagrees with some of the states that won grants. Hmmm. In January Florida snagged $1.25 billion for a Tampa-to-Orlando (and eventually to Miami) line. But Mica thinks the Northeast is the only corridor that can support high-speed rail.

North Carolina won a $545 million federal grant. It was part of the stimulus package for “high-speed rail” projects, although in North Carolina’s case, don’t be imagining bullet trains. The state plans to use most of its half billion to upgrade the Raleigh-to-Charlotte route. It projects top speeds of 90 mph, eventually reducing the average Raleigh-Charlotte trip nearly an hour from the current 3 hours 10 minutes.

I checked in with Patrick Simmons who heads the rail division of the N.C. Department of Transportation. What does he foresee for North Carolina’s high-speed passenger rail project with Republicans in charge of the U.S. House, not to mention both houses of the N.C. legislature?

Simmons said he expects additional scrutiny and questions, but that the funding the state has received is secure. The state is very close to signing an agreement with the feds, he said. “Short-term, I feel good,” he said. Long-term? He expects the whole U.S. passenger rail program to be questioned at a national level.

A savvy observer might find reason for concern. After all: The Wisconsin DOT on Thursday told contractors to stop work on that state’s Milwaukee-to-Madison high-speed rail line, which had won $810 million in federal money. Republican Gov.-elect Scott Walker has promised to cancel the project, although shortly before the election the current governor’s administration and federal administrators signed an agreement to commit the state to spending all $810 million of federal stimulus money.

And in Ohio, the Republican governor-to-be, John Kasich, who defeated incumbent Gov. Ted Strickland, opposes to plans for faster train passenger service there – the 3Cs line connecting Cleveland, Columbus and Cincinnati. The Obama administration gave that project over $400 million this year.

What might it mean for North Carolina’s passenger rail, I asked Simmons, that the legislature will be dominated by Republicans? He reminded me that the whole idea for the NCDOT’s role in passenger rail came during the administration of Republican Gov. Jim Martin.

Yonah Freemark of The Transport Politic has a good national analysis. The map is cool, too.

N.C. adds Charlotte-Raleigh trains

Starting June 5 two more passenger trains will run between Charlotte and Raleigh, the N.C. Department of Transportation announced today. One will leave Charlotte at 12:30 p.m., arriving in Raleigh at 3:43 p.m. The other will leave Raleigh at 11:50 a.m., arriving in Charlotte at 3:02 p.m.

That will make a total of six trains between the two cities. The Carolinian, which leaves Charlotte at 7:30 a.m., continues past Raleigh to Selma, Wilson, Rocky Mount, Richmond, Washington and New York. The Piedmont, which leaves Raleigh at 6:50 a.m., arrives in Charlotte at 10:02 a.m., then heads back to Raleigh, leaving Charlotte at 5:15 p.m., arriving 8:28 p.m.

I spoke today with Patrick Simmons, director of the N.C. DOT’s Rail Division, who mentioned that, among other things, they’ve been interested to see that students living in Raleigh are now commuting to college in the Triad on the daily trains. (The Greensboro stop is very near N.C. A&T State.) I also asked when we’d see a passenger train from Charlotte to the beach and the answer, in a nutshell and delivered much more diplomatically, was not in my lifetime.

No, it isn’t high-speed. But I figure anything that can get some traffic off of I-85 and N.C. 49 is a good thing. See bytrain.org for schedules and train information and information on buying tickets.

Commuter rail – westward ho?

Commuter rail to … I bet you’re thinking, ” … to Davidson and North Mecklenburg.” A rail line to the north is one of CATS’ top priorities, to be built as soon as the feds cough up some money to build it.

In Gaston County, though, they’re thinking commuter rail from Charlotte to Gastonia. The Gaston Gazette recently reported on the City of Gastonia’s first estimates of what it would cost to build a commuter line on the old Piedmont & Northern railbed, which runs from Charlotte to Mount Holly and on to Gastonia: $265 million to $300 million.

Part of the route’s right of way – between Mount Holly and Charlotte – is controlled by CSX and carries freight. The N.C. Rail Division of the N.C. DOT owns the 11.6 miles from Mount Holly to Gastonia, plus a 3-mile spur to Belmont. Here’s a link to a map of the P&N line in Gaston County. And here’s a link to the NCDOT’s page showing the rail rights of way it owns. The P&N was built by tobacco and power company magnate James B. Duke, and carried passengers until 1951.

At the moment, of course, there’s no state, federal or local funding for this rail project. And the Charlotte Area Transit System (aka CATS) doesn’t have the P&N line as one of its five proposed transit corridors. It’s just an idea – but one with support among some key Gaston County leaders, who see a stronger connection to Charlotte as a way to boost economic prospects in a county where unemployment last month was 13.3 percent.

Reminder of terminology: “Commuter rail” typically means a passenger train akin to the inter-city Amtrak service, although some commuter rail uses newer technology, and the cars are usually less comfy. Stations are relatively far apart compared with subway, streetcar, light rail service. But don’t call it “heavy rail.” That’s a term for a system with a powerful electric rail down there with the tracks. It’s the “third rail,” the kind you should never, ever touch – hence the expression, “Social Security (or any other untouchable policy) is the third rail of American politics.” Subways, not commuter trains, tend to be “heavy rail.”