The launch of the privately-funded Brightline intercity rail passenger service in Florida has some thinking about visualizing a similar service in Ohio.
Brightline, which currently operates between Fort Lauderdale and West Palm Beach but expects to begin service soon to Miami and, longer term, to Orlando, was the subject of the lead article in Ohio Passenger Rail News, the publication of All Aboard Ohio.
AAO said it would study the concept and its applicability to Ohio, but acknowledged that a private operator would need to step forward. It is not clear if that is likely to happen.
Although much has been made about how Brightline is a private company that does not receive public funding to cover its operating expenses as does Amtrak, AAO noted that Brightline is a public-private venture.
What makes Brightline different, though, is that as a private company it laid out its vision and business plan and then public entities helped it.
Brightline benefited from millions in state and local funds plus a $1 billion federal loan.
But what makes Brightline move is that it is as much a real estate venture as it is a transportation mode.
The genesis of Brightline began with the Florida East Coast Railway establishing a subsidiary, All Aboard Florida, which operates under the Brightline trade name.
FEC owns a freight line between Miami and Orlando that hosts Brightline trains. However, Brightline plans to build a new 40-mile stretch of high-speed track west of Cocoa, Florida, on a state-granted right of way to serve the Orlando airport.
Based on cell-phone data, Brightline projects that 500 million trips are made each year between South Florida and Orlando.
The company said if it can divert 2, 3, 4 or 5 percent of that traffic off the highways it will make a meaningful difference.
Brightline didn’t always have a clear block to implement its service, which began in January.
It was bombarded by attempts by public officials, NIMBYs and Astroturf groups seeking to derail it before it got started.
It is still fighting lawsuits from opponents of the Orlando extension.
Although the FEC has since been sold to Mexican industrial conglomerate Grupo Mexico, All Aboard Florida still has access to FEC tracks and has real estate to market.
The concept of pairing real estate development with public transportation is not limited to Florida. Numerous studies and articles have described how public transportation arteries have stimulated commercial and residential development.
Brightline Chief Operating Officer Patrick Goddard told The Blade of Toledo that decades of studies showed the potential for rail service in a region that is experiencing population growth and is hemmed in by the Atlantic Ocean on one side and the Everglades on the other.
“There’s nowhere to go and no room for more roads,” Goddard said.
That is not, though, the situation in Ohio. Nonetheless, Goodard said the potential for a Brightline-type service exists in “any city pairs that are too far to drive and too short to fly.”
Goodard sees a high level of interest in trying the Brightline concept elsewhere where “there’s the possibility for government to intercede for mobility in the region.”
Efforts to institute corridor rail service in Ohio have fallen short.
In 1982 Ohio voters rejected a penny increase in the state sales tax to pay for development of a high-speed rail program in the state.
In 2010, Ohio won $400 million in federal funding for capital outlays associated with developing rail service in the Cleveland-Columbus-Dayton-Corridor.
The funding would have paid for track, signals, station construction and the purchase of train sets.
After defeating Gov. Ted Strickland in the November 2010 gubernatorial election, John Kasich killed the project and returned the money to the federal government.
Kasich had actively campaigned against the 3-C corridor trains, saying he didn’t want to see the state underwriting the operating costs of the service.
The same criticism was leveled in earlier years against other proposals that never came to fruition that were promoted by the Ohio Rail Development Commission and Ohio Department of Transportation to launch 3-C service, including a proposal in April 1998 to mitigate traffic congestion on Interstate 71 between Cleveland and Columbus during a 10-year rebuilding of the highway.
At the same time that Ohio was moving forward with the 3-C Quick Start project under Gov. Strickland, Florida was also planning an intrastate rail network linking Miami with Tampa vial Orlando and received federal funds to help develop it.
But newly-elected Gov. Rick Scott killed the project and returned the federal money just as Kasich had done in Ohio.
Like Kasich, Scott didn’t want the state paying for the operating costs of the service.
All of this has left Ohio with just three intercity trains, all of which operate through the state primarily between midnight and 7 a.m.
Until Brightline came along, Florida was served by two New York-Miami Amtrak trains, and the Auto Train operating between Lorton, Virginia, and Sanford, Florida.
But the Sunshine State also had commuter rail service in Miami and a new service in Orlando.
AAO sees Brightline as a potential template to kick start the long-stalled efforts to revive 3-C and promote development of other routes.
“Brightline takes us back to the past in some ways . . . [to] the notion that transportation and real estate go hand-in-hand,” said AAO CEO Ken Prendergast in an interview with The Blade. “It has changed the dialogue about how passenger rail in this country should be going forward.”
Prendergast said transit-oriented development in several cities should encourage the belief that trains and real estate can grow symbiotically in Ohio.
He said that some “pretty remarkable development” is occurring near a bus rapid-transit corridor in Columbus, along the HealthLine busway in Cleveland, and next to the Cleveland RTA Blue Line rail station in Shaker Heights at the site of the former Van Aken shopping center.
Of course, Brightline benefited from being birthed by a railroad. There is little likelihood that either Norfolk Southern or CSX, which make up large segments of the 3-C corridor, would be as receptive to intercity rail passenger service as is the FEC.
Closer to Ohio, the Michigan Department of Transportation acquired from NS the route used by Amtrak’s Chicago-Detroit Wolverine Service trains.
MDOT owns the tracks between Dearborn and Kalamazoo while Amtrak owns the rails between Kalamazoo and Porter, Indiana.
The two agencies have been cooperating in the past few years to upgrade the line for higher speed service with a top speed of 110 mph.
Michigan’s efforts could benefit Ohio, Prendergast said, by creating a dedicated passenger corridor between Detroit and Toledo
CSX, Norfolk Southern and Canadian National have parallel routes between the two cities and consolidation of those routes would leave a line available for passenger use.
Prendergast said it is unlikely that NS would agree to allow additional passenger trains between Cleveland and Toledo so a new line for passenger trains would be needed for high-speed rail service.
He speculated that this would be an opportunity for the Ohio Turnpike and Infrastructure Commission to get involved, “now that it has the legal authority to do things other than highways along the highway corridor.”
AAO also sees potential for combining various existing underused rail lines that railroads might be willing to sell that could lead to a Columbus-Fort Wayne-Chicago corridor.
Prendergast said ORDC is soliciting public comments for a 2020 update to an Ohio rail plan, but has no funds have been set aside for passenger train startup projects.
ORDC created a plan in 2002 that it updated in 2007 for a statewide passenger rail network known as the Ohio Hub. It has never gotten beyond paper and public hearings.
As AAO looks for a private sector initiative to materialize in Ohio, Prendergast warned not to expect any help from Amtrak, which he said “only reacts in response” the efforts of others.
Aside from questions of whether a private developer is interested in a Brightline style project in Ohio – and that is a big IF – there is also the question of whether Ohio units of government would respond as they did in Florida.
“If they, or someone like Brightline, came in with a similar message, I think it would resonate,” Prendergast said.
He replaces Ken Prendergast who will now have the title of public affairs director.
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