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[Southsider2k12]

http://thenewsdispatch.com/main.asp?Sectio...amp;TM=39824.82

17 crossings may be eliminated
The NICTD preliminary concept for rerouting the South Shore through Michigan City eliminates 17 of the current 34 street crossings. The 17 intersections are marked on the preliminary concept for the South Shore relocation. While the crossing at Washington Street is not Xed out, that is the proposed location for a new train station. Based on the plan, the following crossings would be closed:

Carlon Court and adjacent alley, Donnelly Street and adjacent alley, Claire Street, Kentucky Street, Tennessee Street, Elston Street, Manhattan Street, Buffalo Street, Spring Street, Cedar Street, Lafayette Street, York Street, Oak Street, Maple Street and Phillips Avenue.
More South Shore details released

Laurie Wink
The News-Dispatch

MICHIGAN CITY - Property owners with parcels south of current South Shore tracks on 10th and 11th streets await an uncertain future until plans for realigning the commuter train are adopted.

The Northern Indiana Commuter Transportation District operates the South Shore and announced last week it intends to significantly re-configure more than two miles of track running through Michigan City. NICTD's preliminary downtown rerouting concept, developed by TranSystems of Chicago, shows the tracks heading south of 10th Street at Sheridan Avenue and proceeding through town to a point just east of Michigan Boulevard, where the regular route resumes.

John Parsons, NICTD spokesperson, said properties north of 11th Street will not be affected. He said the specific houses and properties that would be impacted by the change have not yet been identified. He said the project, estimated at $65 million, has been developed at a "gross level of detail" and changes could be made as the engineering process moves forward.

A map labeled "Preliminary Downtown Reroute Concept" shows a South Shore station and 775-space parking area between Franklin and Wabash streets and from Warren Street north to 11th Street. The map includes station information that lists the current 11th Street parking lot at 42 spaces and the Carroll Avenue station at 155 spaces. Those stations would be replaced with the new downtown station.

The new route is designed to eliminate the curve between 10th and 11th streets near the Amtrak intersection, and also remove the curve at Cedar and Lafayette streets. As now indicated on the map, the tracks run parallel but one row of houses south of the existing 11th street tracks between Kentucky Street and Michigan Boulevard.

At Sheridan Avenue, looking east, the proposed route angles to the right, eventually running well behind the houses on the south side of 10th Street and linking directly with the portion of track that would be just south of 11th Street.

Chicago Street would be rerouted, but it would retain a crossing of the South Shore tracks.

Depending on funding and station design, Parsons said a parking ramp could be constructed, allowing for private developers to create an activity center in the areas surrounding the station.

An environmental impact statement will be required before property can be purchased, Parsons said.

"An environmental impact statement and public hearing are required as part of the process," he said. "The specifics will follow as part of the on-going process to qualify for federal funding."

NICTD has yet to obtain funding for the detailed engineering plan that comes next, Parsons said.

Michigan City Mayor Chuck Oberlie has reviewed the NICTD preliminary downtown route and will present the plan to the City Council for its approval. Parsons expects some issues to be raised by the council at that point.

"We certainly want to develop a plan in concert with Michigan City that meets their needs," Parsons said.

Contact Laurie Wink at lwink@thenewsdispatch.com.

[Dave]

I'm going to reiterate what I said before about NICTD's plan.

It's their Christmas list. It's everything they want in one big bundle. It's their starting point in these negotiations, not what they'd happily settle for.

NICTD's concern is "positive track control", meaning basically they need to get the tracks out of the asphalt of 11th street. Anything which acheives that goal for them is going to be a "win" for them. In my humble opinion, they'd be ecstatic if Michigan City lets them have 11th Street so NICTD can remove the asphalt, and reducing the number of grade crossings would be icing on the cake for NICTD.

I have yet to hear a compelling reason for NICTD to move their tracks at all, let alone move them 50 feet south so as to necessitate the destruction of what would probably be a maximum number of structures. The tracks have been where they are for the past century -- claims that they need the additional space to take out a couple of curves doesn't impress me as "compelling."

NICTD is under some time pressure to meet federal guidelines for positive track control. Michigan City's City government is in a position to seriously delay any changes at all if it disagrees with any of NICTD's proposed changes. The city, in this powerful negotiation position, needs to come up with a counter proposal that won't gut the 11th street corridor and actually enhance the north end.

If the city demanded what I'd call a "ribbon park" along the tracks (with the tracks staying where they are with the asphalt removed), with attractive landscaping (and maintainance of the landscaping) and pedestrian and bike paths with no fences, I'd bet NICTD would take it and be happy. They're the ones who are over a barrel at this point, not us.

This post has been edited by Dave: Oct 16 2009, 11:59 AM

[joe.black]

I'm going to reiterate what I said before about NICTD's plan.

It's their Christmas list. It's everything they want in one big bundle. It's their starting point in these negotiations, not what they'd happily settle for.

NICTD's concern is "positive track control", meaning basically they need to get the tracks out of the asphalt of 11th street. Anything which acheives that goal for them is going to be a "win" for them. In my humble opinion, they'd be ecstatic if Michigan City lets them have 11th Street so NICTD can remove the asphalt, and reducing the number of grade crossings would be icing on the cake for NICTD.

I have yet to hear a compelling reason for NICTD to move their tracks at all, let alone move them 50 feet south so as to necessitate the destruction of what would probably be a maximum number of structures. The tracks have been where they are for the past century -- claims that they need the additional space to take out a couple of curves doesn't impress me as "compelling."

The most compelling reason, as you allude to above, is Positive Train Control (PTC). This is not a bell and whistle addition to the railroad, or a gold-plating. It is mandated by the federal government. It has to be in place, tested, and working by December 2015, by regulation. If it's not, the trains are nailed to the rail - i.e. they don't move, i.e. no more South Shore rail service. I'd call that "compelling". The embedded rail in the street is unable to maintain a good track circuit due to the year-round, round the clock wet conditions under the asphalt and electrolytic action accelerated by road salt. Under the current system of train control, this isn't a big issue - trains encounter red signals, are given permission to operate past them by dispatchers, and they move at about 15 to 20 mph. Maximum speed in the street for trains is 25 mph, so you don't lose much. Under PTC, a red signal means stop and stay. A string of red signals will likely result in a fairly catastrophic delay to trains where today it's a minor annoyance. So, PTC will not work in the street. Without PTC installed and working, the feds will shut the railroad down.

In addition, the 2 1/2 miles of track that run through the city streets are by far the most expensive to maintain, most prone to failure, and most difficult and time-consuming to repair when the inevitable problems occur. Much of it has to do with the trackbed being under the ashphalt. Even a normal tie replacement program (which is accelerated in this area due to the deleterious effects of water and road salt, ever-present under the asphalt's surface) requires closing off the street, excavation, and repaving.

The overhead electrical distribution system, due to the location of the track down the middle of a city street, cannot be constructed to a higher standard. It must remain simple trolley, because the structures required to support a full overhead catenary system cannot be built in the street or sidewalk. The poles that hold the wire up cannot be effectively down-guyed, because the guy wires and assemblies would be in the sidewalk or people's front yards. As a result, the wire has a pronounced sag that has to be adjusted constantly. The poles themselves tend to bend inward toward the street, and because of the lack of down-guying support, cannot be effectively straightened and held in place. It's a constant battle to keep them mostly upright and holding the wire at an acceptable height and position.

NICTD is under some time pressure to meet federal guidelines for positive track control. Michigan City's City government is in a position to seriously delay any changes at all if it disagrees with any of NICTD's proposed changes. The city, in this powerful negotiation position, needs to come up with a counter proposal that won't gut the 11th street corridor and actually enhance the north end.

If the city demanded what I'd call a "ribbon park" along the tracks (with the tracks staying where they are with the asphalt removed), with attractive landscaping (and maintainance of the landscaping) and pedestrian and bike paths with no fences, I'd bet NICTD would take it and be happy. They're the ones who are over a barrel at this point, not us.

Actually, it's the region that's over a barrel, along with the city and the railroad. No PTC, no rail service, period. I doubt that the city wants to risk that. So, I think you overestimate the city's bargaining position.

That said, I suggested the idea of a "transit mall", with the tracks down the center of the street, out of the asphalt, and using center-located catenary structures, some time ago. But even that, which approximates your idea of a "ribbon park", is too wide to fit in the street, if we assume that NICTD wants to double track (which it does).

Unfortunately, the only viable solution is to use half of 11th Street, and one lot in for the NICTD tracks. Or go the northern route, which has its own set of undesirable outcomes.

[lovethiscity]

The most compelling reason, as you allude to above, is Positive Train Control (PTC). This is not a bell and whistle addition to the railroad, or a gold-plating. It is mandated by the federal government. It has to be in place, tested, and working by December 2015, by regulation. In addition, the 2 1/2 miles of track that run through the city streets are by far the most expensive to maintain, most prone to failure, and most difficult and time-consuming to repair when the inevitable problems occur. Much of it has to do with the trackbed being under the ashphalt. Even a normal tie replacement program (which is accelerated in this area due to the deleterious effects of water and road salt, ever-present under the asphalt's surface) requires closing off the street, excavation, and repaving.

The overhead electrical distribution system, due to the location of the track down the middle of a city street, cannot be constructed to a higher standard. It must remain simple trolley,
Unfortunately, the only viable solution is to use half of 11th Street, and one lot in for the NICTD tracks. Or go the northern route, which has its own set of undesirable outcomes.

Just what type of PTC system is going to be used. It seems that a combanation of computers, GPS and radio signals are the leading technology, which would not care where the tracks are.

PTC is a predictive collision avoidance technology
that can stop a train before an accident occurs.
PTC is designed to keep a train under its maximum
speed limit and within the limits of its authorization
to be on a track. To accomplish this, sophisticated
technology and braking algorithms will automatically
bring both passenger and heavy freight trains to a
safe stop. This will help prevent train-to-train collisions,
over-speed derailments and casualties or injuries to
the public and railway workers.
Because of its complex design and requirements,
PTC is not an off-the-shelf system or software that
can be implemented overnight. PTC has been in
development by the railroad industry for decades,
and recent advancements in GPS and other data
transmitting technology have advanced progress.