Real EJ&E Grade Crossing Impact

In the sometimes heated and hysterical debate over the impact of increased CN freight train traffic on communities along the EJ&E, much has been made of the potential for increased grade crossing delays.

According to data submitted by Canadian National to the Surface Transportation Board, most communities along the EJ&E will see between 20 and 45 trains per day, with the overwhelming majority in the 20 to 35 trains per day range. But how bad is the situation along the EJ&E compared with the rest of the region?

In 2002 the Illinois Commerce Commission completed a comprehensive study of rail-highway grade crossing delays in Northeastern Illinois. Here's the ICC's ranking of the top 10 regional rail routes, for grade crossing delay, showing the actual daily train counts (according to the ICC).

BNSF - Aurora to Cicero: 140 trains per day.

UP - Metra Harvard Sub: 62 trains per day.

UP - Metra West Line: 110 trains per day.

CSX Main Line Blue Island to 59th St: 41 trains per day.

Metra - Milwaukee North Line: 94 trains per day.

BRC - Clearing to Craigin: 32 trains per day.

IHB - Calumet Park to Blue Island: 87 trains per day.

Metra - Milwaukee West Line: 69 trains per day.

UP (CWI-CEI) Main Line: 57 trains per day.

CN/IC (GTW) Main Line: 26 trains per day.

In terms of total hours of daily motorist delay, according to the ICC the worst crossings were in densely populated urban areas near large rail classification yards. These areas were located primarily in the southern suburbs of Blue Island, Dixmoor, Riverdale, Chicago Ridge and Evergreen Park.

Another very congested area was in the vicinity of Chicago's Midway Airport, along the mainline of the Belt Railway of Chicago, running parallel to the east side of Cicero Avenue. (This area is visible from CTA Orange Line trains arriving or departing from the Midway Airport station.) We are not aware of any plans by Canadian National to construct a classification yard on the EJ&E in Illinois.

The reality is that Chicago is (and has been) the railroad capital of the world. In 2002, according to ICC figures, 19 freight railroads operated an average of 740 trains of all shapes and sizes each weekday in Northeastern Illinois.

According to rail industry figures, the largest single commodity group for tons originated is coal, which means that many of these trains were either loaded or empty unit coal trains. These unit trains are typically well in excess of a mile in length, and tend to move at relatively slow speeds.

During the same time period Metra was operating an average of 660 daily trains, and Amtrak contributed another 100 daily trains to the mix. Since 2002 these numbers have increased for both freight and passenger.

In 2002 there were 1,732 public at-grade highway-rail crossings located in the six counties of Northeastern Illinois. According to the ICC Report regional grade crossing delays impact half a million motorists daily, and cost the region between $74 and $120 million annually. The reality is that grade crossing delays are a fact of life in this region regardless of what community you reside in.

Illinois has approximately 7,200 miles of railroad track, the second largest rail system of any state in the nation (after Texas). There are over 41 railroad companies that operate their trains in and through Illinois, which is the third highest in the nation. About 500 million tons of freight move on Illinois' rail systems each year which is the most of any state in the nation.

Approximately 20 million tons of chemicals, many of which are hazardous, are transported on Illinois' rail systems. The fastest growing hazmat commodity group is ethanol. Large quantities of ethanol move in railroad tank cars from producers in states like Iowa and South Dakota, through Illinois, to refineries in Indiana and New Jersey.

Two of the largest producers of ethanol, ADM and AE Staley, are headquartered in Decatur, IL. Increasing amounts of chemical fertilizer also move through Illinois to support the increased demand for corn and soybeans created by the ethanol boom.

(It should also be noted that the Federal programs to encourage increased use, production and transport of ethanol, have been supported by virtually the entire Illinois Congressional delegation, led by Senator Dick Durbin.)

Grade crossing delays are clearly a regional problem and require a regional solution. Why do communities like Barrington, Lake Zurich, and Frankfort, deserve a better deal here than all the rest of us?