Article by Tim Feran, originally posted on Columbus Underground
In much of the world, a major capital city without passenger train service would be unthinkable, yet that’s been the case in Columbus since 1979.
A panel of experts and advocates discussed that sorry history — and the hopeful future for a return to passenger rail service — in the Columbus Metropolitan Club’s March 15, 2023, forum: “Laying Track for Amtrak’s Expansion.”
Since Columbus bid goodbye to passenger rail service more than 40 years ago, the city has held the dubious distinction of being the country’s second largest city without any passenger rail service at all, noted forum moderator Elizabeth Blount McCormick, President and Owner of Uniglobe Travel.
And although Phoenix wins the title of largest city without the service, “we really are the largest region without passenger rail,” said William Murdock, Executive Director of the Mid-Ohio Regional Planning Commission (MORPC). “We have some catching up to do.”
When Columbus does catch up, “once people realize they have (more transportation) options, it will blow them away,” said Erin Rosiello, Vice Chair of All Aboard Ohio, the non-profit organization that advocates for more and better transportation choices in Ohio, including more passenger trains.
“I grew up in Dayton,” Rosiello said. “I never knew what it was like having passenger rail. I’m 57 and I’ve never experienced it in my life.”
All Aboard Ohio is marking 50 years in existence, and therefore has seen more than a few missed opportunities for the state to gain Amtrak’s return to Ohio. One of the most prominent was under former Governor Ted Strickland, who lobbied hard for a federal subsidy. Strickland’s effort was derailed in 2010 when his successor John Kasich rejected a $17 million annual subsidy to get passenger trains running in Central Ohio, calling it too expensive.
“This is a totally different day,” Rosiello said. “I can’t speak to why (Kasich refused the subsidy). But we don’t want to be Houston, Texas, with 24-lane highways.”
What makes this a new day was the passage in November 2021 of the Bipartisan Infrastructure Law, which includes a once-in-a-generation investment over the next five years to expand existing Federal Railroad Administration (FRA) programs and create new programs in the nation’s rail transportation network. The law authorizes $102 billion in total rail funding, including $2.3 billion to expand Amtrak.
In addition to that crucial funding, there have been encouraging signals from the administration of current Ohio Governor Mike DeWine, various political leaders and from businesses across the region and the state.
“MORPC learned over the last 10 years what could be done better (and) prepared for the next opportunity,” Murdock said. “We have a quarter million more people now (in central Ohio) than we had then. Our population is estimated at MORPC to grow by three-quarters of a million more in the coming years, so the case continues to grow stronger.”
Later this month, MORPC in collaboration with other organizations and communities in Ohio will apply for funding under the FRA’s new corridor identification program.
The panelists were optimistic that federal funding will be forthcoming, in large measure because Amtrak already identified in a 2021 study that Central Ohio is the country’s best case for new service.
“Ohio really is, with the 3C-D corridor, a place where passenger rail can be commercially viable,” said Arun Rao, Director of Network Development at Amtrak, referring to the proposed service linking Cleveland to Columbus to Dayton to Cincinnati. As an example, he pointed to what happened in the Milwaukee area after passenger rail service went online. “The economic impact in southeast Wisconsin can’t be overstated. It’s provided a lifeline to the corporations to stay in Wisconsin.”
The 3C-D route would re-establish passenger service mostly along existing rail lines. McCormick and several members of the audience asked how safe those routes will be, in light of the East Palestine freight train derailment.
Rao sought to calm those worries, pointing out that, in order to achieve Amtrak’s average standard level speeds of 79 mph — and upwards from there to 90 mph and 110 mph — the rail service requires levels of maintenance and safety far beyond what is in place for freight traffic.
“When Amtrak starts a new passenger service, robust safety process must be in place,” Rao said. “Safety is absolutely paramount. That process will enhance safety. Amtrak today is one of the safest modes of transportation in the country.”
With business, government and advocacy organizations all on board, the train is ready to leave the station. So how quickly can it happen?
“This federal process could take about five years,” Rao said. While that seems slow — especially in light of the rapidly expanding population in Central Ohio — “we at Amtrak really understand this point and are optimistic that it can happen a little quicker.”