High dollar – lower noise zone
by Mike Kroll
The Zephyr, Galesburg
This past
Monday night's Galesburg City Council meeting was essentially uneventful. But
it was preceded by a city council work session where a study by SRF Consulting
Group on creating quiet zones along Galesburg rail lines was presented. The
huge number of trains that traverse Galesburg daily combined the the large
number of at-grade rail crossings results in lots of rail horn noise. The
obnoxious rail horns are mandated by federal regulation which itself was prompted
by the railroad industry's own desire to minimize liability for accidents
between trains and vehicles. The bottom line was that to minimize or eliminate
train horn noise would be a very costly endeavor for which Galesburg would be
unlikely to receive either state or federal financial assistance to complete.
With 100
trains per day (and many more expected in the coming years) running along the
old Santa Fe line known as the Chillicothe Subdivision in BNSF lingo crossing
15 streets at grade the horn noise on this track alone is sufficient to
aggravate many and accounts for the great majority of the train noise problem.
The city hired SRF to study the many Galesburg at-grade train crossings and
evaluate what would be required according to standards set by the Federal Rail
Administration to implement quiet zones in Galesburg. If quiet zones were
implemented trains traveling along the affected corridors would be exempt from
the current rule to blow their very loud train horns as they approach and pass
each at-grade crossing. However, costly improvements would be required to gain
the award of quiet zone status.
SRF
estimates that to totally eliminate all train horn noise across Galesburg would
require spending at least $5.33 million while simply silencing the horns along
the infamous Chillicothe Subdivision would cost $2.6 million (presuming the
Seminary Street bridge is constructed and 4 of the remaining crossings are
closed). SRF's Andrew Mielke recommended that the city's best bet would be to
implement their recommendations along the Chillicothe Subdivision, the single
East Fremont Street crossing (Barstow Subdivision) and Mendota Subdivision that
crosses East Main Street but presumes that crossing would be replaced with an
underpass. Obviously the cost of the Seminary Street overpass and the East Main
Street underpass are not included in these figures but remain extremely costly
multi-million projects awaiting funding themselves.
While
Galesburg residents have complained about train horn noise for many years it
has only been in the last few that the City Council has begun to take the
matter seriously and that has been largely due to the rapidly increasing number
of BNSF trains criss-crossing the city and the resultant increase in horn
noise. According to the SRF study 3,644 Galesburg residents are severely
impacted by train horn noise today while an additional 5,603 are somewhat
impacted. If a quiet zone was implemented along the Chillicothe Subdivision
alone the study estimates that 2,661 people who are currently severely impacted
would be relieved and about 1,000 less people would be impacted than currently.
The
implementation of quiet zones would be good news indeed for many residents but
the cost appears to be too high to reasonably expect the city council to
seriously consider pursuing this course of action. The same city council that
couldn't stomach a modest increase in taxes to support Galesburg parks and
recreation and which still has not determined how to fund construction of even
one of the three under- or over- passes seems an extremely unlikely candidate
to raise taxes for this project regardless of community demand. Most of the
cost of these improvements (and estimated $1.7 million for the Chillicothe
Subdivision alone) would go to the BNSF for circuitry improvements to modernize
how the existing crossing gates operate.
According
to Craig Rasmussen (representing the BNSF Monday night) the existing circuitry
used on Galesburg crossings is an older technology that does not provide for
the constant warning time now mandated by the FRA. He emphasized that there is
nothing wrong with the current system and that they work just fine but that
within the last decade state and federal regulatory agencies have mandated the
more modern and consistent system. I asked Rasmussen during the meeting what
the chances were that even if the citizens of Galesburg did not fund these
circuitry improvements that the BNSF itself would be forced to implement them
at the railroads expense in the next few years. His answer was to simply defend
the existing antiquated crossing technology.
The issue
of train horns grows out of a problem with drivers ignoring railroad crossing
warning systems and circumventing gates to illegally cross tracks as a train
approaches. Amazingly a number of such accidents have resulted in large
liability claims being won against railroads by the family members of the
suicidal or foolish drivers who were killed by such reckless conduct. Instead
of legislation that bars such stupidity from being eligible for civil damages
we have witnesses much more stringent rules regarding the use of train horns as
the mere presence of the obnoxious horn will dissuade irresponsible drivers
from racing trains.
The most
typical adjustment required to obtain quiet zones is the implementation of what
are termed Supplemental Safety Measures by the FRA. Beyond merely closing
crossings (the substantial reduction of at-grade crossings nationwide is a
major goal of both the FRA and the nation's railroads) such measures include adding
additional gates that functionally block drivers from circumventing the
existing gates or the installation of non-traversable medians on either side of
a crossing. These medians must be at lease six inches high and designed to
prohibit drivers from crossing into the opposite traffic lane to get around
lowered gates. Medians appear to be a simple and relatively low cost solution
but the high cost of the signal circuitry changes is somehow unavoidable unless
the crossing is closed.
The SRF
study recommends that the North West Street, North Cherry Street, North Kellogg
Street and North Pearl Street crossings all be closed and presumes that a
bridge is constructed on North Seminary Street. These are all at-grade
crossings that the BNSF has long sought to have closed and it is only
surprising that the North Prairie Street and East North Street crossings
escaped closure. Many observers had expected these at-grade crossing to be
eliminated as part of the North Seminary bridge project anyway.
Both city
officials and State Representative Don Moffitt have been working tirelessly to
obtain state and federal funding to help cover the cost of the North Seminary
Street bridge with Moffitt reminding Senator Dick Durbin just this Monday of
the importance of this project to Galesburg. However, funding for these under-
and over-passes remains very much potential casualty of state and federal
budget woes. If the North Seminary Street bridge does not obtain state and
federal funding it will not be built and without that bridge the cost of
implementing a quiet zone just along the Chillicothe Subdivision alone goes up
an additional half-million dollars.
2/21/08