The Fox Valley Corridor - Critical to the Wisconsin Economy

The Green Bay - Milwaukee Rail Line connects the two largest economies in Wisconsin - South East Wisconsin and the Fox River Valley. It also links the State to the major metropolitan markets in the Midwest.

These regional economies represent 56 percent of the state's population, 57 percent of manufacturing business activity and 52 percent of retail and wholesale businesses. This economy accounts for 864 thousand jobs

The corridor accounts for $3.3 billion in tourist expenditures each year.

The corridor has a population of 1,825,000 in 715,000 households.

Source. WisDOT

The Project today

The reintroduction of Passenger Rail Service between Green Bay and Milwaukee is a project supported by the Wisconsin Department of Transportation, and included as part of the Mid West High Speed rail Initiative.

The WisDOT Connections 2030 Plan includes the Green Bay route with an extended timescale for implementation. It is apparent that relatively little work has been done by WisDOT on the Green Bay route.

Short-term (2008 - 2013)

• Continue funding for the Hiawatha Service in partnership with Illinois.
• Continue to pursue funding for train-air connectivity improvements at the General Mitchell International Airport station.
• Increase frequency of the Hiawatha Service as funding allows.
• Complete final design of the Milwaukee-Madison intercity passenger rail corridor segment.
• Construct and implement Madison-Milwaukee intercity passenger rail service.
• Complete environmental and engineering work on the Madison-Twin Cities corridor as federal funds become available.
• Begin environmental and engineering work on the Milwaukee- Green Bay and Milwaukee-Chicago corridor segments.
• Implement Midwest Regional Rail System intercity/feeder bus routes as part of the Intercity Bus State Assistance Program.

Mid-term (2014 - 2019)

• Design, build and implement the Madison-Minneapolis-St. Paul corridor segment.
• Design and begin construction of Milwaukee-Green Bay and Milwaukee-Chicago corridor segments.
• Implement the State Rail Station Capital Assistance Program to help fund improvements to rail stations.
• Construct and implement the Milwaukee-Green Bay and Milwaukee- Chicago intercity passenger rail service.
• Implement any remaining Midwest Regional Rail System feeder bus routes.

The Demand for Rail

WisDOT studies (from 2006 - well before recent oil price volatility) suggest that trips made annually from Fox Valley Line Stations would be as follows in 2020

This amounts to over half a million trips annually -1650 per day.

Economic Benefits of Passenger Rail

WisDOT's own research of economic benefits published in 2006 projected the economic stimulus generated by passenger rail service on the Green Bay route. This included

JOBS

The creation of 4,720 - 7,075 jobs including

• 575 to 865 jobs in Green Bay
• Appleton 625 - 935
• Oshkosh 620 - 930
• Fond Du Lac 425 - 635
• West Bend 425 - 635

HOUSEHOLD INCOME

Increased by $84 - 130 Million including

• $10 to $16 million in Green Bay
• Appleton $11 - $17 million
• Oshkosh $11 - $17 million
• Fond Du Lac $7.5 - $12 million
• West Bend $7.5 - $12 million

PROPERTY VALUES

The report also forecasts that property values would increase by $ 349 - 523 million including

• $43 to $64 million in Green Bay
• Appleton $ 46 - $69 million
• Oshkosh $46 - 69 million
• Fond Du Lac $ 31 - $47 million
• West Bend $31 - $47 million

Source Midwest Regional Rail Initiative Benefit Cost & Economic Analysis by Transportation Economics & Management Systems, Inc. for Wisconsin Department of Transportation (and others.)

Non monetary benefits of Passenger Rail

Increased productivity by business people who will be able to work while traveling in a way impossible when driving or traveling by air.

Green Bay will be seen as part of the Greater Chicago economic Hub of the Midwest, and not as outside it, generating interest in further economic development.

Higher education institutions will be more attractive, through easier access, to students from Chicago and Milwaukee.

Tourism will be developed as the area can be reached in comfort from larger and more distant markets.

Social Inclusion. Many people including the elderly, young adults, those with limited income, and the disabled are restricted in their options for travel, or are dependent on the favors of friends and relatives will be able to travel independently.

Environmental benefits through efficient use of fuel.

Operations

The WisDOT Proposal

The WisDOT Proposal is for 110 mph service. This would involve upgrading the track and signaling system of the whole route and complete reconstruction a rail line from Eden through West Bend (currently a trail). 110 mph operation requires extensive and expensive elimination of grade crossings by the construction of overbridges for road or rail, and double tracking of most of the line to maintain freight capacity. Reports of estimated cost exceed $400 million and the project will take over a decade to implement in the best conditions.

What NEWRails believes can be done

NEWRails believes the WisDOT timetable for reintroducing passenger service is far longer than is necessary. Good quality track already exists along most of the route and trains could be run with relatively little work being needed.

NEWRails proposes making the best use of what we already have. Track already exists between Milwaukee and Neenah over which passenger trains can operate at 79 mph. Between Neenah and Green Bay service can operate today at 59 mph and with the addition of signals can operate at 79 mph without track upgrades. Between Slinger and Milwaukee NEWRails believes that the State owned track operated by WSOR at 20 mph should be upgraded to 79mph. This route is shorter than via Duplainville, leaves the CN main line earlier avoiding possible congestion. This should be done concurrently with the opening of service via Duplainville.

NEWRails believes that some work is necessary to eliminate dangerous grade crossings, though it can be argued that this should be done regardless of whether passenger trains operate, and these costs should not be included in the passenger train estimates.

The NEWRails proposal enables use to be made of existing train equipment similar to that used on the Hiawatha between Milwaukee and Chicago, or more modern bi-level equipment such as Surfliner bi-levels or Amtrak's Superliner cars, (more of which will be made available as other lines are upgraded) with minimal new investment. Until the existing Milwaukee Chicago line is upgraded through trains would operate to Chicago. When that line is updated passengers would change to faster services in Milwaukee.

NEWRails believes that this proposal could be implemented for less than $125 million.

Experimental Services

The legislative framework exists to run what are known as experimental services. These prove the practicality of a route and stimulate public interest. Their disadvantage can be that they do not truly represent the product that will be offered by the complete project.

NEWRails believes that an experimental service can be offered successfully as far as Neenah providing that it for a minimum of two years, and that it is not used to delay the start of the main project.

An experimental service to Green Bay would require investment in signaling systems to achieve useful speeds.

Serving Smaller Communities

The WisDOT proposal is to provide service only to larger communities, in particular Green Bay, Appleton, Oshkosh, Fond du Lac, West Bend and Milwaukee.

Accidents of history have left many smaller communities directly on the rail route but WisDOT does not propose to serve them.

NEWRails believes that by adopting more modern methods of Train operation it is possible to provide smaller communities with direct service to Milwaukee and Chicago while still providing express service from major cities.

Service would be provided by two two-car Diesel Multiple Units (which are self propelled and do not require locomotives). The first two car unit would leave Green Bay and call at Lambeau Field, De Pere, Wrightstown, Kaukauna, Little Chute, Appleton, Neenah and Oshkosh. The second unit would leave Green Bay around 30 minutes later and run express to Appleton and Oshkosh. At Oshkosh the two trains would join together and run as one express train to Fond du Lac, West Bend, Milwaukee and Chicago.

DMUs are 50% more fuel efficient than locomotive hauled trains, and cost 30% less to maintain.

Speed of Service

Express trains should run between Green Bay and Milwaukee in 2 hours and reach Chicago 70 minutes later.

Local trains serving smaller communities will take 30 minutes longer to reach Green Bay.

Typical times between other communities include:

Depot Facilities

Modern methods of operation mean that facilities at depots can be minimal initially, and improved incrementally as passenger numbers warrant. Advance ticket sales would be made via the internet or travel agents, and walk up ticket sales at automatic machines or on board the train.

All that is essential is a strip of concrete adjacent to a straight section of track, minimum 600 feet long (preferably 1,000 feet), clear of road crossings and with a basic shelter. Adjacent parking is an advantage, as is easy access to local bus services. Easy access to downtown is of course a great advantage inherent in many traditional Depot locations.

In Green Bay the old Depot currently used by the Titletown Restaurant is adjacent to land which could easily be used. It is likely that the owner of this Titletown would be willing to enter into an agreement with Amtrak to provide access to restrooms and a warm waiting area to ticketed Amtrak passengers. They will after all represent potential customers for food and drinks. A very basic facility could be built near Lombardi Avenue for use during Packer Games.

In De Pere NEWRails envisages a Depot south of Main Street. Use may be limited to times when use by SNC student traffic is greatest.

In Appleton a new Depot location to the North of the Performing Arts Centre is practical, with adjacent parking ramps already available. This location is convenient to major destinations such as the PAC and Lawrence University and existing transit.

In Neenah - Menasha the options are multiple.

In Oshkosh the existing Depot location is practical, if a little remote from downtown, but has the advantage of few development obstacles.

Future Upgrades in Service

NEWRails believes that 79 mph service can be upgraded to 110 mph incrementally. The technically easier and cheaper sections of line would be dealt with first. We are not advocating service above 110 mph as this would require investment in separate right of way from freight trains at excessive cost.

New rolling stock will likely have to be purchased when the line is upgraded to complete 110 mph operation as cascaded stock will have become life expired. Newer designs are likely to use hybrid diesel power units. These will be more fuel efficient.

Although this proposal is essentially one of Regional Rail for travelers making trips other than daily. With seven trips each day in each direction it is likely some use will be made of the service for short distance commuting. However commuting use will be limited by the need to stop only in major centers to maintain fast travel times. The opportunity exists to use DMUs in both express service and to provide smaller communities with direct service to Milwaukee and Chicago. In North Milwaukee the West Bend/Germantown station could serve as a terminus to the Kenosha Racine Milwaukee commuter service with additional stops being built within Milwaukee. This interconnectivity will make the Green Bay route more attractive to potential passengers.

The Investment Required

The WisDOT Proposal

The WisDOT Proposal is for 110 mph service. This would involve upgrading the track and signaling system of the whole route and complete reconstruction a rail line from Eden through West Bend (currently a trail). 110 mph operation requires extensive and expensive elimination of grade crossings by the construction of overbridges for road or rail, and double tracking of most of the line to maintain freight capacity. Reports of estimated cost exceed $400 million and will take over a decade to implement in the best conditions.

The NEWRails Proposal

NEWRails proposes making the best use of what we already have. Track already exists between Milwaukee and Neenah over which passenger trains can operate at 79 mph. Between Neenah and Green Bay service can operate today at 59 mph and with the addition of signals can operate at 79 mph without track upgrades. Between Slinger and Milwaukee NEWRails believes that the State owned track operated by WSOR at 20 mph should be upgraded to 79mph. This route is shorter than via Duplainville, leaves the CN main line earlier avoiding possible congestion. This proposal enables use to be made of existing rolling stock (more of which will be made available as other lines are upgraded) with minimal new investment. Until the existing Milwaukee Chicago line is upgraded through trains would operate to Chicago. When that line is updated passengers would change to faster services in Milwaukee. NEWRails believes that this proposal could be implemented in 2 to 3 years for less than $125 million.

Experimental Services

The costs of these will depend on the level of service provided. Basic service could be established for $5 million. More useful service could be started for around $20 million. All investment would be usable when permanent service is established.

Comparison with Other Transport Investment

$998 million is being spent on improving 31 miles of Highway 41 ($32.2 million per mile)

References

Where these are available online the website is given.